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User: SuredT

Landing San Francisco from Cockpit B747 Landing on Runway 28 R at San Francisco Int'l Airport. Approach started with a visual approach for Rwy 28L. When we passed San Mateo bridge we had to side step for Rwy 28R. Tags: Landing Cockpit Boeing 747 B747 San Francisco

User: SuredT

Landing Almaty from cockpit Boeing 747 Got request for approach through clouds. Well here is one at Almaty, Kazakhstan. Enjoy Tags: Landing Cockpit Boeing 747 B747 Freighter Cargo Airplane

User: SuredT

Landing at Schiphol Airport Amsterdam from Cockpit B747 Approach and landing on runway 36C at Schiphol Airport. After landing the camera started to tilt to the left because camera was not fixed properly to glareshield. Crackling noise during landing roll came from camera touching window. Tags: Landing cockpit Boeing 747 B747 Amsterdam Schiphol Airport

User: SuredT

Landing at New York JFK from Cockpit B747 Landing runway 04R at New York JFK airport. View from cockpit taken with Canon Powershot S80. Tags: Landing Cockpit Boeing 747 B747 New York JFK

User: SuredT

Landing at Hongkong from Cockpit B747 Landing at Hongkong on runway 07L on very clear day (which is rare at Hongkong). Apologies for bad audio after touchdown. Tags: Landing cockpit Boeing 747 B747 Hongkong

User: SuredT

Landing at Curacao from Cockpit B747 Landing at Curacao Hato airport as seen from cockpit B747-400. Watch the shadow of the plane growing larger! For all those wandering why we landed before displaced threshold: The displaced threshold at this airport is necessary to clear the visable ridges on a IMC approach(that is when in clouds) at the legal altitudes . But when you are VFR(that is when you are visual with the runway), there is no objection, once you are clear of the last ridge to steepen your approach a little bit and land before the displaced threshold. One is then able to make the turnoff as in this video, saving the company some taxi fuel and engine running time. Tags: Landing cockpit Boeing 747 B747 Curacao Hato Airport

User: SuredT

TakeOff St Maarten from Cockpit 747 TakeOff from St. Maarten as seen from cockpit 747. To answer some remarks from viewers: Why is T/O so fast and short? Well aircraft weighs only 260.000 kgs (max = 396.000kgs) in this T/O with only 30.000 kgs of fuel for a flight time of 1hr15min to Curacao (you can see the landing here: http://www.youtube.com/watch?v=A5ZLUP1Aroc ). With this low weight Vr is 125kts and climbout speed is 155kts(=V2 + 10kts) Why is V1 and Vr called so close? Because, when a/c is very light you have to increase V1 to the Vmcg(=Vmin control ground)speed. If you don't and start flying below this speed and an outboard engine fails, you are not able to control a/c. That's why in this T/O V1 is the same as Vr. Yes, it's a 747. No, it's not fake. Tags: TakeOff cockpit Boeing 747 B747 St Maarten Martin airplane

User: SuredT

Landing St. Maarten from Cockpit 747 Landing St.Maarten from cockpit 747. After nosewheel landing camera touched windshield causing crackling noise. For those viewers who made comments (or new viewers who are thinking about making the comment) that this approach is too high and/or too fast or whatever else you might think, here some free ;) flying lessons from someone who's flying B747's for 20 years: On an approach on instruments a B747 should cross the runway threshold (= the piano keys) with the main wheels at ± 35 ft above threshold. The 747 is so big that at that point the altitude of the cockpit is 35 ft higher, so the cockpit is at ± 70 ft when main wheels cross the threshold. On a visual approach, as is the case here at St.Maarten, we have to have some more margin. Normally the pilot aims to see the runway threshold disappear under the nose at 80 ft (mind you, the main wheels are at that moment still NOT above the threshold) to have sufficient main wheel clearance. If you look at the video and notice the altitude callouts, you'll see the threshold disappear under the nose at the call 50, so actually I am a bit too low in stead of too high. (Actually I am only too low for a visual approach. If you look at my landing at JFK http://www.youtube.com/watch?v=q4YoXyYBbYA&feature=user you will see that I cross the threshold also at 50 ft, which is normal on an instrument approach. Note: the automatic altitude callouts you hear on this video are Radio Altimeter altitudes. The Radio Alt is zero when the gear is on the ground with struts extended.) Now, there are quite some viewers who think we landed too far on the runway. What follows from earlier explanation is this: We approach a runway at a three degrees approach angle. If main wheels cross the threshold at the correct altitude, the main wheels will hit the runway at approx 900ft (300m) behind the threshold, that is, if you don't flare the airplane. If you look again at the video and wait till you hear 50,40,30,20,10 and see the solid white markers, they are at 900ft behind the threshold and the plane touches down right behind them, because I did flare the airplane. (Passengers seem to hate hard landings!!) THIS IS THE NORMAL TOUCHDOWN POINT FOR A B747. The FCTM(=Flight Crew Training Manual) from Boeing says: flare distance is approx 300 to 600mtr (=900 to 1800ft) beyond the threshold. So, please, stop nagging about this landing being too far on the runway. And then something about too fast: On this approach the 747 weighs about 260.000 kgs. The required approach speed is then 150 kts which is about 175 mph or 280 km/hr. So what about TOO FAST? If we fly slower, we will fall out of the air!! Tags: Landing cockpit Boeing 747 B747 St Maarten Martin

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