747 cockpit from outside10/6/2023 ![]() “How far are we willing to deviate? How long do we want to maintain this course? What are our reserves? How is the weather at our destination developing? With a fuel consumption of 200 kg / 440 lbs per minute, we don’t have unlimited options. SEE Exclusive new photos of 777X first flight Every minute further from our course consumes precious kerosine that we might need later on. “Keeping one eye on the weather radar, we have to keep track of our fuel as well. “Deviations of dozens and sometimes many hundreds of miles (around thunderstorms) from our flight plan are necessary to avoid the most violent parts. “Even though the 747 is a sturdy machine with four powerful engines, we’re absolutely nothing compared with those forces of nature outside that window. GET fabulous aviation pictures, videos and the very latest news delivered directly to you. “Heavy weather over the Indian Ocean and nonstop flashes under the stars massive thunderstorms over the Indian Ocean lights up the midnight sky for hundreds of miles around. On some airplanes you have to pass through the passenger cabin to reach the bunks or lavatories on others, like the 747, you need never leave the cockpit area and can move freely between the bunk and the bathroom in your pajamas.Boeing 747 pilot Christiaan van Heijst has captured these stunning shots of thunderstorms over the Indian Ocean. (When I started to fly 747s, the cockpit lavatory, a standard airplane fitting, contained a most unlikely feature: a baby changing table that was only later removed to save weight.) Many long-haul planes have pilot bunks. ![]() Some airplanes have a bathroom inside the cockpit for this reason the 747 is often called the ensuite fleet. Some planes have windows that open, a blessed feature when you’re dining in the cockpit between flights and wish to feel the breeze on your face, especially if you have flown from somewhere cold to somewhere warm and have only three-quarters of an hour until you must fly home to winter. Airbus cockpits are beloved for their foldout tables, an enormous enhancement to the pilot’s quality of life when completing paperwork or a meal I also found the cup holders and sun visors were more intuitively located on the Airbus. Other differences between aircraft are so small in the context of such Earth-crossing, mile-vanquishing vessels that it feels ungrateful to dwell on them. Before moving the flaps, he turned to me, with a clearing of the throat and a smile-from over the glasses resting halfway down his nose-that said, What are these youngsters coming to? Once, soon after I switched from Airbus to Boeing, flying with a senior captain, I mistakenly asked him to select flaps zero. On the 747, the same position is called flaps up. On the Airbus, the fully stowed position of the flaps is called flaps zero. There is a friendly rivalry between the pilots of Boeing and Airbus aircraft, which in addition to everything else are two competing realms of language. In a phenomenon called type reversion, a pilot inadvertently refers to a term or procedure from a previous aircraft type. Acquiring these words and their correct usage is a significant part of the work we put into a new type rating. Indeed each aircraft type or family has its language, or at least its own dialect, and analogous devices and procedures often have different names on different aircraft. The bond between a pilot and his or her current type of airplane is hard to pin down.
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