371 ton take-off from RWY 08 Ostend. V1 164kts, Vr 176, V2 186kts. The aircraft gets airborne with approximately 800m of runway remaining. Filmed from the jump seat.
I saw this video for the first time a few weeks ago. My Dad had been a B747-100/200/400 pilot and passed away a few years ago. At his funeral we played Here comes the sun and I have not heard the song since. When I heard it on this video watching other aviators doing what he had done it reduced me to a flood of tears. I hope that he is up there flying from the overcast into the sunlight forever.
Not sure if you're still around after 11 years, but as a passenger I would have to agree. Popping out of that cloud cover is just as amazing from a side window.
Still, the best video for me out on YT: Nice old steam gauged cockpit, great engine sound and a lot of details! You will be missed, Balleka! RIP wherever you are! :(
You all prolly dont care at all but does anyone know a method to log back into an Instagram account? I stupidly lost the password. I would love any tips you can offer me!
I love the old Boeing cockpits with all the analog gauges and engineer station, I know its all much improved with computers taking care of all that now but having 3 sets of eyes up there was always good.
Long time since I have heard about the 727's climb.Not only passengers loved it , I first heard about it from a pilot. Loved the 727 & that beautiful swept wing, reasonable seating (in those days).
I agree. The old 3-man cockpits were not only safer but these analogs are just beautiful. A true pilot's machine... My father flow a -200 and a -300 for 15 years. Loves the old bird. And the beauty of it is that he is manually flying it initially. Most modern aircraft are "Gears up, A/P ON"......
Classic aircraft are also gear auto pilot. The difference is that you won’t use the same FMA you would go and set LNAV VNAV while you would fly INS or VLOC or HDG SEL with the IAS hold mode engaged with the old one, so in the end both are mainly auto pilot, classic and newer planes.
I love the old displays too. I grew up on the Collins FD-109. But the newer, two man airplanes have a far better safety record than those with an FE. I'd love to have an extra person in the cockpit, but those systems are now nicely automated and the navigation simple and low workload.
Very nostalgaic, but ask any current pilot and they will tell you the reduction in workload and vastly improved situational awareness afforded by the new systems gives them much more capacity to manage the aircraft.
Eeh... thats not exactly true. The majority of crashes are due to pilot error. So I'd wager we're not more or less safe with the flight engineer gone from the cockpit.
Pros and cons.... individual switches and instruments take up acres of panel room! Most common quote in a 'glass' environment...."How did we get into this menu???"
On the older Aircraft like 747-200 (older engines) the engine performance varies hence the uneven thrust levers - on aircraft that do not have auto thrust this is a real pain as the pilots have to constantly adjust individual thrust levers to keep engine performance within optimum operation.
This is what you call old school traditional 3 man cockpit where the flight engineer assist with the engine spool up by pushing the throttle and keep an eye on his gauges I miss these days
Best plane ever made. Long live the Queen, the 747-200! If it is good enough for the President of the United States (Air Force -1) it is good enough for any one! Best looking 747 to date. Wait for the new 748F - even better looking and no doubt pretty when surfing the clouds (like when Pan Am used to do back in the day). Thanls for sharing!
@smacman68 no 747 pilot here.. But if you watch the engine gauges, it appears that the pilot was trying to balance out the engine for equal output/thrust. once he got them balanced, he advanced the throttle quadrant to start the take-off.. Any real 747 pilots are fee to correct my armchair observation of course.. ;)
i've always wanted to become a airline pilot but this video encourage me even more!!!!!, So i gotta finish high school and get a private flying lincenseand take 4 years of engerneering and then 4 years of Airforce ( mayb flying big plane not jets). Then gonna sign up for AA pilot then i'll work my way up to flying international! One last time Thank You for posting this video because it somehow made me feel that i should follow my dream. THANK-YOU
MK also visited Manston. On the last day of military 'ownership', an impromptu fly-in of many aircraft occurred. Rumour spoke of a fly past by a Nimrod..... up in the tower, eyes were glued to an oncoming line of black exhaust.... shouts of 'Here she comes now!!!!' The width of the plume was a giveaway to those in the know, DC8 engines are a little bit more separated than the Nimrod installation! I worked at Lasham in the 1990's, and got used to the MK DC8s arriving for maintenance... lots of African aircraft were serviced in the old Dan Air facilities. 727, 707 also appeared.
Timed just right, background music mysteriously starts 4:32 Then words come with it, Ahhh, it’s “ Here Comes the Sun” I know that song you think, then 4:40 B A M ... flight deck pops out of the Overcast at the Same time. ✅ Very Good video, as usual. You just Have to Love the Classics (-100 & -200’s)🤩🥰😍 Done plenty of those MAX T O 🛫 in them myself, good show 😎👍
@nathanfishing3000 the 1st officer was pilot in command,so the captain does the work of cleaning up the plane as it climbs out,flaps,gear,atc and autopilot etc...
@manudan93 The second hand you see on the throttle is from the flight engineer, who is keeping the engine speed where it needs to be. The pilot still has the ultimate control over the engine speed, and has his hand there in case of emergencies, such as a rejected takeoff. That "third guy" is the flight engineer, who controls the airplane hydraulics, pressurization, electrics, air conditioning, fuel, etc. Modern 747's eliminated the need for an FE.
After years of flying "glass" cockpit airplanes that do just about everything for you... MD11, A320, Citation X, etc... I'm going to start training on the -200 and I'm a bit worried I forgot how to fly!!! back to basics!
@addi138 Nope. The pilot advances the throttles, while looking outside (due to obvious reasons), and someone has to take care he don't exceed engine limits, and 'fine tune' (equalizing, and adjusting into limits) the power. Remember there are four engines, and even though they are the same model, each one behaves slightly different, so it is necessary to adjust one by one so all of them brings the same power. This is done by the flight engineer.
Wow ! Vr at 176 !! What is the procedure the Captain is doing with the thrust levers before setting takeoff power ? Why the 2 & 3 more advanced than the 1 & 4 ? Is this the normal thrust stabilization before setting takeoff thrust on a Boeing 747-200 ? And I woner also if they used assumed temperature ? Thanks if someone has these informations.
+Christophe Folio Since they have a very heavy weight i dont think they used assumed temperature for take off. If you take a closer look at the N1 guage, engine 2 and 3's value is lower than 1 and 4, that's why he put extra power for thrust stabilization.
+sscheinfe it's about allowing N1 or EPR to be stable before setting takeoff power. For exemple in the 777 the power must be stable for both engines at approx. 45% of N1 for for a maximum Time of 2 seconds before setting takeoff thrust. It's made to avoid non symetrical power, calibrate the levers and ensure the engines can be stable before setting high power. Unstable engine can be a clue of a malfunction and non symetrical thrust can be an issue in case of wet runway, cross wind, rejected takeoff etc...
Christophe Folio I read a book of a series of Qantas pilots careers and despite its size there was a number of comments about the Classics being not much different in Automation from the Boeing 707. It was basically a stick and rudder plane whereas the 400 was a huge step up on the levels of Automation? Qantas pilots of that era (talking Captains) often went from 707's to a couple of DC-4's ( yes 4) on the Sydney Norfolk Island route to 747's.I don't remember the books name but it was interesting reading.
In my old company the pilot flying would advance the thrust levers initially then when 80 knots was reached would call "80 knots, set thrust". The Flight Engineer would then manipulate the thrust levers & set max power. Once takeoff thrust was set, the FE would call "thrust set"
I dunno.... in the real world, all the concentration, nervous tension and hard work is mostly behind you when established in a comfortable climb.... when the aircraft breaks through thick cloud into sunshine, it's a good feeling.... and the song fits....!!! Relax and enjoy the ride.
I like this analog cockpit rather than the new glass cockpits!! Can someone answer me if the pilots are allowed to put music in the cockpit like them while flying??
He's not. He's setting it to the off position which is in the middle. Once the gear is up and locked there is no more need to have the hydraulic pumps resources being used for the gear.
@Andybucker It is similiar I guess you could say, but it is only for adding in the waypoints of your desired route. It is called the Inertial Navigation System, and you manually add the Longatude and Latitude of each waypoint of the flight plan, and when you set the Navigation Mode to 'Nav' i think, and turn on the AP, the aircraft will fly to the next airport. I'm not 100% sure, I am only 13
great job guys. keep up your excellant work and to the uploader of the video, im hoping youll do some more of these if and when ya can. you also did a great job also.
@silentscratch kinda feel like that is taken care of in first ten seconds of the video on the gauge... 370,000 kg with a 114,000 kg of gas on board on board so i guess the math is 815,710 pounds and 251,326 pounds of gas
@KuostA Over time the throttles on some aircraft (older mainly) become a little more loose and not all respond equally. In addition, on 4 engine aircraft it may be required to power the inboard engines first (not 100% sure though as I only fly twins) for structural reasons. Also, that half way point on the gear is the neutral/disengaged position.
My God, that was gorgeous! I love the B742, such a beauty! Your video was superb and so detailed, wonderful editing work my friend! I'd love to get to fly a B747 classic sometime... Happy Flying! -Mark ; )
@mpk150 It looks to me like it was right around 3000 feet remaining on the runway + the displaced threshold / safety area (the paved area immediately preceding the runway numbers at the departure end) which is probably another 1000-1500 feet. 4500 feet of runway probably can stop the airplane in an emergency using max reverse + max brakes. It probably would result in a brake fire, but you'd probably stop the aircraft.
They fly Absolutely EXCELLENT by had, always hand flew at the minimum up to 18,000’ and below that also, the classics I flew (Rob, on wifs I-Pad) freight in DIDNT have coupled approach or auto land anyway, once on a short flight, Memphis to Dover AFB with no freight but 250,000 lbs of fuel ⛽️ I hand flew it to FL410 or 41,000 feet by hand... just that one time, usually to Heavy to even think about getting over 29 - 31 thousand on departures but it flew great to FL410 Read more
If you feel you would like to experience the 'atmosphere' of a high pressure cockpit environment, then may I offer you a choice of pre owned pilot shirts, with workload ingrained into the armpits..... Still have about 50 that I keep for work purposes!! Rare special edition Hong Kong versions in (sealed) plastic envelopes also available.....
@BrigTrapattoni thats not really true, contact lenses do not damage the eye if the air is dry and the eye is healthy. cockpit air is conditioned like in many places today, i never heared of someone who actually had his eyes damaged by dry cl's. worst thing that can happen is a discomfortable feeling, but thats not really called a safety risk. Anyways, my faulty vision prevented me from flying those beuties myself :-(
"autothrottle (automatic throttle) allows a pilot to control the power setting of an aircraft's engines by specifying a desired flight characteristic". Thrust must be properly set to avoid under/over power. In one case you damage the engine and in the other case... well, in the other case you are driving a very expensive car against the wall in the end of the runway
@atharva98 FL means Flight Level, when you say 100 is 10000 feets, add 2 zeros... other examples .... FL050 = 5000 feets, FL 370 = 37000 feets and 500 would be 50.000 feets, only fighters, rare military planes (U2, SR71) and concorde like planes are likely to reach that alt.
It's a very busy part of Europe that's in the way of many routes. Can't just get direct clearance from Melbourne centre to FL350 like I've heard in Australia.
A/T stands for autothrottle. Think of it as the cruise control on a car. You tell the computer which speed you want the aircraft to fly at and the computer handles the throttles to achieve said speed.
Wow. Used alot of that runway, but looks like you had some to spare. At the beginning, the pilot pushes the middle two throttles up, pulls them back a bit, then advances all four. Any reason for that? Just testing the two inside engines? Great video. I felt part of it, and that's cool. I would rather fly a 747 than a fighter.
