Using auto-throttle mode, I descended at 250KIAS in steps to 3,000 MSL slowing down to 200KIAS in the process. We headed back to Heathrow to practice instrument landings, starting with an ILS to Runway 27R.Īfter loading the FMC, I was vectored to the final approach for the ILS by Paul. Rick flying steep turns over the English countryside at 250KIAS – in the 747 Heading back for approaches into Heathrow With each engine burning over 14,000 PPH, we were quickly burning off our excess weight for landing. Rick and I were having a blast, trading turns flying this wonder of engineering in circles. Using Paul’s suggestions, we were holding 250KTIAS at 6,000 MSL with an engine EPR of 105-106. Since we hadn’t turned off the Seat Belt sign for the passengers, we quickly entered steep banks before the meal service. I love steep turns, so of course one of the first activities was to practice several of them. While the controls are heavier than most general aviation aircraft, with proper trim the airplane is amazingly nimble. Rick raised the gear and removed the flaps as we continued the departure profile and headed towards Scotland. At V R -146 KIAS, I rotated all 742,000 pounds of aluminum, Jet-A, and people into the sky over London. The 747 has great acceleration, reaching V 1 (decision speed) of 136KIAS quickly. When stabilized, I then advanced them fully forward and the auto throttles took over to maintain the proper settings. Holding the brakes, I advanced the throttles to 60% power for spool up. Taxiing the 700,000 lb 747 at Heathrow Taking off from Heathrow, LondonĪfter receiving a takeoff clearance, I entered runway 27R, and lined up the aircraft for departure. While some of this technology was developed over 20 years ago, it is still well designed and compares with today’s ergonomic standards a testament to the Boeing engineers. Since this large aircraft is designed to be flown by 2 pilots, there is a great deal of automation, which can always be overridden by the pilots. After having flown a number of jets, it was nice to see some familiar displays! Once in the pilots’ seats all controls are within easy reach in the ample cockpit. However, the panel is extremely well designed once you’re introduced to the procedures. The original 747 had a Flight Engineer position, however with the upgrades in technology the 747 is now a 2 pilot aircraft, which results in a cockpit large enough to hold a gaggle of pilots! Getting to know the cockpitĪt first the number of controls and displays is confusing.
UNITED 747 COCKPIT TAKEOFF SERIAL NUMBER
Today I was the Captain and Rick served as First Officer on this 747, which was modeled after United serial number 93.Ī friend, Captain Paul Singer, who has amassed 25,000 hours in 40 years, gave us a cockpit brief on the 747 followed by a discussion of our flight plan. My father worked for Continental at the time and I was fortunate to sit in the jump seat on a few flights, but never in the pilot seats. The Boeing 747 entered service in 1969, and I first flew in one in 1971.
UNITED 747 COCKPIT TAKEOFF SIMULATOR
Rich and Captain Paul Singer boarding Boeing 747 simulator
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