If your summer travel budget is feeling a little skimpy at the moment, then indulge your fantasies for a minute and imagine you’ve got $100K to blow on your upcoming vacation. What does it look like?
Luxury travel company Abercrombie & Kent is giving 50 travelers the chance to find out. The company, which offers high-end travel services to those with deep pockets, recently relaunched their private jet journeys in which travelers hop across the globe without ever having to come into contact with an economy class seat or gelatinous airplane meal.
In their latest (and most expensive) offering, Abercrombie & Kent’s founder Geoffrey Kent will accompany the passengers on a round-the-world adventure, which will take them to nine countries on a Boeing 757 decked out with plush business class seats, a lounge area, and a bar.Pit stops include an Amazonian river cruise, a visit to the Moai on remote Easter Island, dinner with diplomats in Sri Lanka’s Galle Fort, a game-viewing expedition on the Masai Mara, a swanky party in the wealthy nation of Monaco, and more.
How do you pack for a trip like that? Well, it doesn’t matter what you bring really, because you won’t exactly be wrestling for overhead bin space. Not to mention that joining the tour group is a traveling Bell Boy whose job it is to wheel your handmade Globetrotter suitcase around the planet. Nice, huh?
The 26-day tour departs from Miami next October … so you know, there’s still time to save up.
So as I reached my 20th year of flying as a co-pilot, I figured I might be able to offer some unsolicited advice for any new co-pilots coming into this job. There are plenty of tips on how to get a flying job, but very little talk about what to do when you finally arrive at a major airline.
I didn’t always embrace the following recommendations, and I’ve marked those needing further explanation with an asterisk. Often the best advice comes from the mistakes of others.
10. Don’t fall in love with a co-worker. *
You might not have to worry too much about this one. It seems flight attendants are taught during their initial training that all pilots are evil and should be avoided like the H1N1 virus. Dating a flight attendant can be extremely convenient – think of the layover possibilities – but any nasty break-ups reverberate through the company, which could be awkward. Working with your ex-girlfriend’s best friend, for example, might not be very pleasant.
* Technically, I was married to a flight attendant, but not in the traditional fashion. My wife and I were married for a couple of years before she went to work for a different airline. My siblings have both dated within their respective airlines with varied results.
9. Collect all the good techniques you find in the captains you fly with. And take note of the worst.
Do you like how a captain flies? Appreciate his professionalism and demeanor? Emulate it when you’re a captain. Think of the top five captains you’ve flown with. What do they share in common? Chances are, everyone else likes flying with them too, and a cockpit that’s less stressful is a safer cockpit.
On the other hand, you know that captain that shows up in the cockpit five minutes before departure? You didn’t like it when you were his co-pilot, so hopefully you’ll go out of your way to avoid that kind of behavior when you upgrade. Think of the five worst captains you flew with and do your best not to operate like they do. 8. Face it you’re a chameleon.
In hopes of not annoying the captain you’re flying with, you’ve probably become good at conforming to his way of doing things. Watch how the captain flies the airplane and try out their method. You may or may not adopt his style as your own someday, but for now, he seems pleased. But don’t disregard your influence as well. If they’re too laid back, you may need to step it up a bit, be alert and set a different vibe. And if they’re a nervous Nellie, show them that you’re also paying attention to their concerns and not discounting them. They may start to relax more.
As an example of how not to annoy your captain; if he’s flying and you’re talking on the radio, when he asks you to request 20 degrees right for weather to air traffic control, try to repeat it just like he said – not, “We need to come right a bit for weather.” Chances are, the way he phrased it is how he wants it said over the radio.
7. Try not to commute. *
My brother used to say that commuting turns a good deal into an ordeal. If you can find a place that’s good for raising a family near your base – which are usually near big cities – move there. Your family will appreciate that you’re home, and you won’t be afraid of bidding reserve where you’ll have to be available on short notice. If you can live within an hour of the airport, that’d be perfect.
* When I was first hired as a 727 Flight Engineer, I kept getting bumped out of New York, where we were living, to Miami. I went back and forth four times in six months, and moving just wasn’t practical with one-year leases (the norm in New York). So I picked what I thought the junior base was and stuck with it, that is until the first co-pilot opening came available in Boston.
After twelve years of living an hour north of my base at Boston, I’m now going back and forth between New York and Germany, which may be the mother of all commutes. But I tell myself that it’s a great opportunity for my kids, and for that, I think it’s worth it. In other words, you’ve gotta do, what you’ve gotta do.
6. Study before recurrent training and assume it’ll be tough. *
This seems pretty obvious. I mean, who’s not petrified of an oral and check ride every six months (or year) during recurrent? But after a few thousand hours on the plane, you’ll start to think you have things nailed. This is when you’re most vulnerable. Don’t get complacent. Study more than just the emergency items and the limitations. Know the changes since your last recurrent session because they’re going to use that to see if you’ve been paying attention.
* As an experienced 727 Flight Engineer, I thought I knew every nut and bolt on the plane. And I probably did, but I found recurrent was especially challenging if I went in confident and assured. On the other hand, when I was most paranoid and panicked, I studied harder and subsequently performed better.
5. Make sure your chief pilot has no idea who you are. *
I’ve heard many pilots say that their career goal is to retire and have the chief pilot say, “So now, who are you?”
Chief pilots like to say that it’s the 2 percent of the pilots that occupy 90 percent of their time, and so it should be your goal to stay out of that group. Do your job professionally and by the book and you’ll succeed.
* In order to write for Gadling and create photos and videos to share here, I’ve had to get permission from my base chief pilot and later the vice president of flight operations at our company. I also had the notoriety to be the last pilot hired after nine years of rapid growth in the ’80s and ’90s. So I was subsequently at the bottom of the company for the next five years with pilots marking their position from the end of that list by saying, “I’m Wien plus 470.”
4. New Equipment coming to your airline? Jump on it!
In 1998, I was flying as a co-pilot on the MD-80 and enjoying the window seat that I had worked so hard to reach. But the movement was slow and I was on reserve for the first year with no real control over my schedule. I figured I’d have little to lose by bidding the 737-800 that was coming to Boston.
What happened was a surprise. I went from having just 10 percent of the MD-80 co-pilots behind me to being in the middle of the 737 list and flying coveted non-stop “trans-con” flights to Seattle that allowed me to visit family.
The lesson: pilots didn’t like to take chances on the unknown. They wanted to wait and see what the trips looked like, how the training was and if the airplane had any negative traits. Some just didn’t want to go to school and be away from their families for five weeks. But they ended up going in the end as the MD-80 was pulled out of the base eventually.
3. Don’t buy a “captain’s house” – even if you’re a captain. *
The tendency for anyone is to buy the most home you can afford. But affording the house doesn’t mean housing should end up being your only priority. You’ll need a buffer, and the bigger reserve the better, to save for college for the kids, go places with the family and put away during the downturns, which WILL happen.
* Crusty old captains used to tell me to buy the biggest house I could, as they only go up in value. So after a few years on the 737, I felt like life was finally moving forward. Furloughs were a thing of the past I thought, having done my time from 1993 to 1996, and it was time to get a house and think about filling the rooms with critters in the form of kids.
So why not buy the biggest house possible? Because you work in the airline industry. It’s always been a turbulent occupation, and never more volatile than after 2001, around the time we bought our “captain’s house.” Hey, I was to be a captain in a year or so anyway, right?
It took us another eight years while I was flying as a co-pilot before we grew tired of not having furniture, vacations or even the ability to get ahead. So when the company announced the possibility of more shrinkage a few years ago, we sold the house and bought a smaller place. Fortunately, for once, our timing was pretty good.
2. Fly out of a small base. *
Smaller bases are like smaller airlines. They’re more like working with family. When you fly out of a “master base” like DFW for American or Atlanta with Delta, you may never see the same captain or flight attendants again, or if you do, you may not even remember working with them years before. A base with 200 pilots is ideal if your company has one. It’s always more fun to fly with people you consider your friends.
* I’ve enjoyed being based in Boston for 13 years, but the opportunities in New York are much greater and my seniority is a whole lot better. I would never have been able to do the commute from Boston and the upgrade to captain would have happened years later if I had stayed there.
1. Stay Positive
Remember how excited you were when you were hired at a major airline? Well, keep that in mind when the going gets tough or movement slows down or even goes backwards. This is what you wanted to do. The company isn’t out to deliberately make your life miserable. In fact, I don’t even think of upper management as “the company.” The company is really the employees who are married to it for life because starting over at the bottom of a seniority list at another airline isn’t very appealing.
Volunteer with your union and try to give something back. Pilot unions serve a role in guiding airline safety that the public may not realize. But don’t get too worked up during contract negotiations. You’ll likely be negotiating for half your career, and if you’re on edge and bitter, you’re going to be miserable.
No one wants to hear a fellow pilot complain (for proof of that, just read the comments on my post on the 757). For the most part, your co-workers are going through similar issues that you are, and ranting in the cockpit isn’t going to make it better. Try to remember just how excited you were when you found out you were hired.
So take the above advice for what it’s worth. And listen to those you’re flying with. They’ve been through some of what you’re dealing with and they’re often full of great tips, mostly because they’ve made some big mistakes along the way. (See asterisks above).
Good luck and tailwinds!
“Cockpit Chronicles” takes you along on some of Kent’s trips as an international co-pilot on the Boeing 757 and 767 a junior domestic captain based in New York. Have any questions for Kent? Check out the “Cockpit Chronicles” Facebook page or follow Kent on Twitter @veryjr.
I received a comment from a reader recently to that effect. What was I thinking, bidding to an airplane that my company was rapidly retiring and choosing to go back on reserve, ready to fly at a moment’s notice to places like Kansas City and Tulsa instead of Rome and Paris? And what about the commute to Germany?
“Why would you do this?” He asked.
I suppose I should explain my thinking, or perhaps justify this because I have to admit there are times when I’ve wondered if it’s the right move.
I didn’t do it for the money, especially since going from flying a full schedule as a 757/767 co-pilot to an MD-80 captain that flies less often while on reserve doesn’t mean there will be much, if any, extra money. To understand how pilots “upgrade” to captain, read “How do pilots move up to captain?”
I did it because I needed the change in scenery, the challenge of doing a new job well, and in this unstable industry, it certainly doesn’t hurt to get some more captain experience just in case things go south. Furthermore, the MD-80 is the only type rating that I don’t have of the airplanes we currently fly.
A year or two ago, I would peek into the simulator of an MD-80 and just shake my head. I was happy that I wasn’t flying that dinosaur, I told myself. But a funny thing happens when a few hundred pilots retire suddenly and you find yourself able to fly it as a captain. It quickly becomes a rather sexy jet.
It hasn’t been until the beginning of my 20th year flying as a co-pilot that I’ve even had the seniority to hold a captain position, and even that is only at the New York base and only on the MD-80. At the rate we’re going, I could hold the 737 as a captain in a few years perhaps, and if I wanted to be based in Boston, it would likely take longer than that. So New York on the MD-80 was my only choice if I wanted a left seat.
I recently had the opportunity to ask our vice-president of flight operations, a self-described optimist, if the MD-80 was going to be retired so soon that I may lose my left seat award after finishing training. He acknowledged that this was a definite possibility, but added that if it did happen, he thought I’d be a captain again within a couple of months, since the A319 and A321s were going to be coming to the airline rapidly.
Captain Wayne on my last co-pilot trip presented me with a set of four-striped epaulets.
I’ve had a lot of people ask me how the commute was going. The traveling has been easier than I thought it would be. Granted, I’m flying multiple trips in a row so I can be over there for one to two weeks at a time, which has made the commute less frequent and more affordable. I have a great place to stay in New York City and it’s rapidly feeling like a second home.
I had promised a full review of the efforts involved in making the commute, and I hope to put out a post on that in the future, but I’d like to wait a bit to be able to describe just how it works while being very junior again on the MD-80. Our reserve lines have one block of four days off a month, a block of three days off and two groups of two days off. Obviously I won’t be able to go to Germany on the two, 2-day blocks of days off.
For the readers here, this will likely give me some new topics to discuss. After nearly five years of writing for Gadling about international flying as a co-pilot, it will be fun to see the different perspective that flying as a junior domestic captain will bring to my posts. In the meantime, for the next month, I’ll be studying what all these switches do, an appropriate fate after ‘complaining’ about the 32 dimmer switches on the 757, an airplane I will miss dearly.
Cockpit Chronicles takes you along on some of Kent’s trips as an international co-pilot on the Boeing 757 and 767 a junior domestic captain based in New York. Have any questions for Kent? Check out the Cockpit Chronicles Facebook page or follow Kent on Twitter @veryjr.
Powerful engines providing stellar performance and short field capabilities are just some of the features that set the Boeing 757 apart from the rest. But there has to be something that pilots dislike on the airplane, right?
Well, there are two features in particular that I don’t care for.
I dream that someday someone from Boeing or Airbus will call me for advice on cockpit ergonomics. Each company does their best to lay out a cockpit to please the end user – the pilot. But sometimes there are just a few quirks that slip through. An item, which an engineer may spend only a day or two thinking about, can have a lasting impact on the pilots that fly the airplane for thousands of hours.
Generally speaking, Boeing takes pilot input into account when designing the pointy-end of their airplanes. The following two items that pertain to the 757 and 767 may seem nit-picky, but I thought I’d share them here anyway, even including a video to highlight my second personal peeve.
To be fair, these airplanes were designed in the late ’70s and went into service in the ’80s. And Boeing has, to some extent, fixed these issues in the 777. But here are my minor gripes, with a video to demonstrate the second annoyance.Chimes
You know the chime that accompanies the seatbelt sign when it cycles on or off? It happens to be my text message alert tone right now-appropriate, I suppose. Well, there’s a slightly more annoying sound in the cockpit that is supposed to represent various different alerts such as:
HF and VHF SELCAL – When air traffic control needs to get a hold of us, they have the option of sending a SELCAL (selective calling) ding that alerts us. Upon hearing the ding, we need to look either on the forward EICAS screen where the engine information is displayed for a clue as to what the ding was, or overhead to see if the SELCAL light is on. Unfortunately, some earlier airplanes didn’t have that EICAS notification feature, so we only have the overhead to differentiate the sounds.
Flight Attendant Call – We aren’t immediately sure if it’s ATC calling with a flight level change or if a flight attendant is checking to see if we need a bathroom break. The look around the cockpit for the various clues to the source can be amusing to someone riding in the jumpseat.
During the preflight, it’s a regular ding-fest. As we request the flight plan data to be uploaded to the airplane, dings come in rapidly (I’ve lost count at eight dings in less than a minute) for these items and more:
Forecasted winds at altitude uplink
Takeoff performance data uplink
Unfortunately, this is a time when the crew-chief on the ground calls us through a headset plugged in at our nose wheel. We may easily think it’s another nuisance ding and not answer him as these flight plan items are coming in.
As we taxi out, we could also miss a flight attendant call when the latest ATIS information is delivered or we get our load closeout information, which includes the number of people on board, the weight of the airplane and our stabilizer trim setting.
Inflight, these dings create a Pavlovian response. Around an hour after takeoff, flight attendants usually call with meal choices for us. Just as your mouth starts to water after hearing the ding, it’s always a letdown to discover that it was just the other guy updating the winds in the FMC.
Years ago, I met two Boeing engineers while I was riding in the back of an MD-80 to Dallas. On my left was an engineer who was the liaison for Boeing to the FAA as they made changes to the cockpit flight computer known as the FMC and to my right was an engineer who did the actual programing of any new features in the box.
They were excited to tell me about the new CPDLC or Controller Pilot Data Link Communication feature they were testing out on one of our 757s. The idea was that an Air Traffic Controller could send us a text message that would tell us to climb, descend, turn or change our speed. The test program would only be for Miami and a few of our 757s. Later this innovative concept expanded to other air traffic facilities for use primarily with the 777 and some newer Airbuses. After the test period, it was deactivated on the 757.
I couldn’t believe my luck. Finally I could give them some input about the ding issue.
“When ATC contacts you via this CPDLC thing, I would imagine there would be a ding?” I asked.
“Yes!” one of them said proudly.
I then prodded them on how we were supposed to differentiate the different dings for different functions, all sounding exactly the same, as they came in.
The engineer asked why we didn’t just look at the EICAS screen as it would either say, CPDLC, FMC, Ground Call, or Flight Attendant.
I explained that this was nice, but that more than half of our 757s didn’t have this EICAS ‘ding alert’ feature.
His partner jumped in, describing the studies Boeing had done that indicated that humans could only differentiate between five different sounds in a cockpit.
I sighed and pleaded for a simple telephone ring for the flight attendant call that comes in on the handset, and then for a few different tones for the rest. If I were to mistake the FMC alert for the HF radio call with these new sounds, how would that be different to what we have now?
I felt bad for them. Pilots love Boeing products so I think they were a bit taken aback. I dropped the subject and stretched out in the middle seat of the MD-80. I certainly wasn’t going to mention my second peeve to them. That is:
Dim and Dimmer
Depending on the airplane and configuration, there are between 32 and 34 different dimming switches and knobs to change the lighting intensity on the 757 and 767 cockpit lights. Of course, I knew you’d think I was exaggerating, so I made a quick video showing each light and dimming knob from a recent flight.
Don’t get me wrong. I’ve written earlier about how much I love the 757 and these annoyances are amusingly minor in the grand scheme of airplane design. Maybe flying the MD-80 for a while will give me a new level of appreciation for this grand airplane.
Cockpit Chronicles takes you along on some of Kent’s trips as an international co-pilot on the Boeing 757 and 767 based in New York. Have any questions for Kent? Check out the Cockpit Chronicles Facebook page or follow Kent on Twitter @veryjr.
We talked last week about identifying the various Boeing airplanes from their external characteristics. But to Boeing pilots who have been fortunate to fly most of them, each airplane has its own personality. I thought I’d share some different opinions of a few pilots who have flown them.
To accomplish this, I chose a select group of ‘friends of Kent that also fly Boeings.’ And by select, I mean John Steinbeck of UPS and Chris Countryman, formerly with Cathay Pacific Cargo and United Airlines. It’s not exactly a scientific survey, but they filled me in on the Boeings they have time in, including the 747.
I’ve also asked a Boeing test pilot to give his impressions on the new 747-8 and the 787.
Rest assured, no two pilots can agree if a cockpit is relatively small or large, or if an airplane is heavy or sensitive on the controls, so I’m sure we’ll see some dissenting opinions in the comments below. I welcome any observations from other pilots.
We’ll break them down by type:707:
My only experience with the 707 was in the simulator that American used for the pilot interview process. It’s impossible to know just exactly how an airplane flies when piloting a simulator, so I’ll have to skip this airplane. But it did seem to have a heavier feel than the newer jets. I remember thinking it was a rather macho beast that I would have loved to fly.
I flew the MD-80 for a year, which Boeing adopted through their merger with McDonnell Douglas, and eventually produced an updated version called the 717. This is by far the least similar to the other Boeing types, but if the 717 is anything like the MD-80, it’s also the quietest for the pilots. The 717 has far more performance than the MD-80, and a redesigned and more modern cockpit. But let’s face it: the 717 is a brother from a different mother, really.
Talk to any pilot and they all seem to LOVE the 727. My brother talks about the airplane like it was a long since deceased best friend. Unfortunately, after first spending 4 ½ years at the flight engineer panel of this classic airliner, I don’t have a fondness for the airplane at all. In fact, I still wake up from nightmares where crew scheduling calls and assigns me a 727 FE trip even though I haven’t touched the panel in 15 years.
But John’s experience in the 727 is far more typical among pilots. He says:
The 727-200 takes a lot of hours to figure out how to “grease on,” and is by far the most difficult Boeing to master on landings. It has humbled many pilots in its years! “Rolling it on” is usually done by stopping the descent a few feet above the runway, and then gently easing the yolk forward. But the reward is just so satisfying.
I remember my dad telling me of the forward push technique that he used to salvage a flare that had a high sink rate. Pushing forward when you’re still airborne is counter intuitive on most jets, but the 727s wheels are well behind the center of lift and actually pivot up slightly as the nose is initially lowered. Trying this technique when too high above the runway wouldn’t be pretty, though. John went on to mention that the 727 cockpit was rather cramped, but no worse than the 747 or 757.
Before landing my current job, I worked to build my resume by picking up a 737 type rating. The ’70s vintage Class “C” simulator wasn’t very advanced, so the check ride had to be done with the FAA in an actual airplane. For this we used a Continental 737-200 in Dallas at 2 a.m. one night. I was shocked at how much better it flew than the sim. It was the only checkride where I couldn’t stop smiling. I loved it, probably because up to that point I had no jet time, so it felt like a rocket to me. Other more experienced 737-200 pilots have told me they thought it was like flying a LearJet; hot and sporty.
Years later, I bid the 737-800 as soon as it came to AA. Being in one of the first groups of pilots to fly the airplane was fun, and the new technology, as compared to the MD-80 that I had previously been flying, was a welcomed improvement. The iPad sized displays were full of useful information for descent planning, crosswind intensity for landing, and navigation and traffic data. The flight director, two needles that help guide you along your path while hand flying the airplane, are much more precise than any other previous generation of Boeing.
At the end of training, the first 50 crews had to do takeoff and landing practice in an actual empty 737-800. I filmed the other pilot’s landings. You might enjoy seeing how we worked to get the hang of landing the airplane:
While many complain about the tight cockpit, the airplane did include two cup holders, which came in handy when storing a half opened soda can on the left and the ice filled cup on the right. It’s the little things that leave an impression, I guess.
The airplane does have a few drawbacks though. The noise in the front is probably worse than the 727. That pointy nose, the same used on the 707 and 727 was never designed to reduce cockpit noise. Some airlines use noise canceling headsets in their 737 cockpits. Unfortunately, we don’t.
My next complaint is the autopilot. Most pilots hand flew the climb and descent for a much longer time than any other airplane I’ve flown, simply because it was possible to be smoother than the autopilot. The other, newer Boeings can out fly a pilot, climbing and descending without the slow porpoise exhibited in the -800.
The final issue is the approach speed. I wrote a Plane Answers post a few years ago that compared all the recent airliner approach speeds and the 737 stood out at the top of the group. It’s a full 16 knots faster than a 757 at max landing weight and it has only four main tires to slow down, compared to eight on the 757. The 737 brakes also took more pedal force to slow, adding to the excitement when landing on a short runway.
When flying the new 737-800 at Flight Level 410 doing Mach .81, a controller asked us if we were really in a 737. I turned to the captain and said, “This isn’t my dad’s 737” in a nod to the Oldsmobile ad and the fact that my dad flew the 737-200 for so many years.
Oh, how I would love to fly the 747. Unfortunately that won’t happen, so I’ll leave it to John and Chris to describe the 747-400.
John explains: The 747 handles very similarly to the 727-200, despite being two completely different airframes in both size and shape. One difference between the two is in the landing techniques. The 747-400 is the easiest aircraft to land, as it has four trucks to disperse the landing forces, and is so massive that even a runway can’t “slap” the jet back into the air.
Surprisingly the cockpit is extremely cramped for a widebody jet, and can barely hold a flight case between the pilot’s seats and the aircraft sidewall.
Chris, from Cathay Pacific Cargo adds:
The 747-400 is a gentle giant. It flew like a dream, and was light on the controls. However, I went from the DC-8 to the -400, so perhaps anything would be light compared to the 8.
Its massiveness was remarkable. At max gross weight during takeoff, the muted roar of the engines belied how slow the initial acceleration would be. In the air while straight and level, the astounding momentum relinquished an imperceptible airspeed change when the throttles were closed to slow down. Careful to not get too slow, because it takes a fist full of throttle to get that speed back again.
Landings were mechanical for me, as my line of sight was so high. The gentle prod of the radar altimeter’s voice “100, 50, 40, 30, 10” cued a check before the flare, throttles closed and flare.
I loved her and I miss her!
The airplane that I have the most time in by far, the 757 is sexy even sitting on the ground with its long legs and big… engines. The nose is unlike any other Boeing, leading many to wish the 737 could have acquired this advancement. Blunt noses create a shock wave around the cockpit and reduce the air noise. The 757 and 767 are the quietest Boeings so far (save the MD-80 and 717), but the 757 can get noisy both on the ground and inflight when the packs (air conditioning and pressurization systems) go into a high flow mode creating a tornado of internal wind noise.
Many considered the seven-five harder to land than average, but in the hands of a seasoned 757 driver who isn’t constantly hopping back and forth between it and the 767 (which is allowed by the FAA) the airplane can be ‘squeaked’ on consistently.
After landing, the nose wheel is rather difficult to lower smoothly. The spoilers come up, which drives the nose back up, and the reversers open, pulling down. I’ve finally figured it out, but early on, I remember at least once where the nose wheel bounced.
The 757 approach speed is so slow (I’ve seen 115 knots when extremely light) that the airplane can get in and out of airports designed for Cessnas. This is probably why a 737 just won’t ever be a perfect 757 replacement.
The 757 has a slightly more rounded yolk than the 747 and 727 and handles the best of all the Boeings. It’s like flying a sports car-very responsive, but it still requires some muscle input to get the airplane to move. During landings, the 757-200 takes a lot of effort to keep from making its (normal) firm touchdown, even with a next-to-nothing descent rate. Smooth roll-ons are rare! (No two pilots can agree on anything and here is the first difference in our observations).
John goes on to describe the 757 ergonomics:
The 757 cockpit is cramped. If you’re the jump seater behind the captain, hopefully your trip is short.
The 767-300 is a sweet flying airplane. Compared to the 757, the controls require about the same force but are more responsive, giving it the impression of being lighter on the controls when it really isn’t. It’s just more sensitive.
But this is why it’s so nice to fly, I suppose. That and the big trucks that make it possible to ‘feel’ the runway when touching down smoothly enough add up to a nice handling airplane. And the takeoff performance is stellar, similar to the 757, although the shorter 767-200 is a little lacking in get-up-and-go.
The cockpit is rather spacious as well, although it still only has one cup holder and the approach chart mount next to the window is tiny, making it hard to find a place for your charts.
John explains: The 767 flies like a Cadillac-it’s almost too easy to handle, especially in the pitch axis. Landing it is straightforward, almost like a Cessna 172; but you have to watch for the nose pitch-up upon main wheel touchdown and speedbrake deployment.
I have only 19 hours in the 777 and it’s a good thing. Had I stayed on the airplane any longer, I would have been completely spoiled and unwilling to go back to fly any other jet. A great deal of thought was put into making the 777 exceptional. Every other airplane has a design quirk that can get annoying, such as the 31 dimmer switches on the 757 to lower the lights in the cockpit, which may be the subject of a future Cockpit Chronicles video. On the 777, everything is well thought out, including the single knob to reduce the cockpit lighting level.
Interestingly, there’s a touch pad that allows you to move a mouse around when calling out the mechanical checklist items and cycling through the systems displays. This took a little getting used to in training. But one cool feature is that the checklist wouldn’t ask you an item you’ve already accomplished, such as the landing lights while on approach. The checklist knows if you’ve accomplished these items, leaving you with just a few call outs during the Before Takeoff and the Before Landing checklists.
Another slick feature: Both engines are started at the same time. I nearly fell off my chair when told about this in ground school.
My only disappointment was that it seemed to fly exactly like the 767-300. After six weeks of training I was hoping to fly something that felt completely different, perhaps just for the variety, but alas, Boeing chose to make their first fly-by-wire jet mimic the 767-300 in its handling.
787 and 747-8:
To get a feel for what Boeing’s newest jets fly like, I asked Tom Imrich, a former Senior Engineering Test Pilot at Boeing to share his thoughts:
If you liked the 777, you’ll love the 787.
It kept the terrific features of the triple seven (to assure flight deck and handling commonality), and then added some new twists too, like big displays and one of my favorite features called “Pick Waypoint” on the ND (Navigation Display) via the cursor device that will allow pilots to eventually define precise multi-segment paths, such as around thunderstorms, and then easily coordinate them with ATS (direct text messages to ATC).
While I flew the 787, and helped some with its development and certification (and loved every minute of it), I’ve primarily been a B747-8 flyer the past 4 years.
From my vantage point, I’m prejudiced. The 747-8 is one terrific airplane to fly, equal to the triple seven, if not even now my favorite, at least for some missions.
Just as an example, I did 48 kts of crosswind with it in Keflavik (both all engine and with an outboard engine out) and it could have easily done more!
So that’s just a sampling of pilot thoughts on the various Boeings. Each of us have differing opinions and I’m sure others will contribute a few in the comments section below.
Cockpit Chronicles takes you along on some of Kent’s trips as an international co-pilot on the Boeing 757 and 767 based in New York. Have any questions for Kent? Check out the Cockpit Chronicles Facebook page or follow Kent on Twitter @veryjr.