1. What are the Captains doing during the preflight briefings?
2 What happens when the landing gears cannot extend?
3. Why are the Boeing 777 engines placed forward of the wings?
4. The TWA 800 Crash
5. Nearest emergency airports, curve air routes and Cabin doors
6. Many questions
about flying and the pilot...
7. Pilot's schedule in a day.
Boeing 777 technical questions
9. Airbus 340
versus Boeing 777
Attendant was sucked out of cabin during rapid depressurization.
can a Boeing 777 land between San Francisco and Honolulu?
the Boeing 777 is affected by the recent fuel pumps problems?
any Boeing 777 ever crashed?
What are the Captains doing during the preflight briefings?
Hi Captain Kay,
I saw the Boeing 777-200 and Boeing 747-400 Videos (Cathay Pacific -
Capt Greame Thomson, Virgin - Capt Alen Carter)
In the Preflight Briefing room, "Dispatch Center," they were
going through more than 10 pages of documents like, Load and Balance,
Weather, NOTAMS, etc.
I am just interested in the printouts. Can you tell me exactly what are
all those Documents about. What are they technically called?
Can you provide me a sample of it for a typical flight?
Do you know a website where it is available?
Thanks and sorry for bugging you again.
Looks like you plan to change your trade from a software engineer and
a pilot by the queries that you are asking;-) Anyway, it will be very
if I were to explain everything.
Basically, the pilots were doing their pre-flight briefings in the
Operations Dispatch Center. This entails reviewing all information
regarding the Computerized Flight Plans, the current and forecast
reports, fuel requirement, the NOTAMS (notice to airman) and whatever
documents necessary for the safe conduct of the flight. Weight and
checks are done in the cockpit when all the cargo are loaded and
are accounted for.
I am sorry I am unable to give you a sample of the Flight Plan printout of
typical flight and I am not sure where you can find a Website that has
such information. Perhaps you can try searching for them. My
Aviation Links Page has a few links, especially on Pilots Briefing and International
Flight Folders where you can check on information such as weather, airports,
NOTAMS , etc.
What happens when the landing gears cannot extend?
Hi Captain Kay,
Firstly, thank you for a great site. It is very informative and I like
the fact that you are taking the time to answer some layman type
questions from the everyday flyer. I fly on the Boeing 777's all the
time from Phoenix to London as I am an Englishman living in Arizona and
they are my favorite aircraft.
I have a question regarding the landing gear. I have often seen
old WW2 movies where pilots have to climb down to the wheel bay and
manually wind down the landing gear during a failure. I wonder,
what contingency is there in place on the Boeing 777? What happens if
the front gear won't come down? Do you have a manual override switch?
Thanks for your compliments. I am pleased that my service is
you and the other air travelers.
The Boeing 777 is among the most advanced airplane at the moment and
obviously the technology today is more superior than those of the WW2
it can be very simple when it comes to lowering the landing gears during
emergency. No more cranking because the main landing gears are so
and heavy that it virtually drop down by its own weight! When the
fail to extend in the normal position, emergency lowering is achieved by
use of an alternate extension system which electrically releases all the
gear lock devices. This enables the landing gears to free fall to
position due to gravity.
It is the retraction process that requires a lot of hydraulic power to
in the landing gears. Once the gears are securely retracted, they are electrically locked in the up
If the front gear won't come down, it would be a very rare event! Nevertheless, if it ever happen, the pilot will declare an emergency and
it is possible to land the aircraft after the runway is sprayed with foam
by the fire trucks. This calls for some special flying technique
whereby, after the main wheels are in contact with the runway, the pilot will hold the
nose up as long as possible. The foam will prevent sparks cause by
with the runway to develop into a fire and the aircraft will usually
come to a stop quite quickly.
The manual override switch you refer to is not to lower the front gear
but to retract the gears in an emergency. For example, you can't intentionally
retract the landing gears when the aircraft is on the ground because of
some fail-safe ground switches. But this manual override switch, or
what we call the lever override switch permits the lever to be unlocked manually.
When do we use it? We use it when the normal system fail after
airborne and pilots don't like to have the gears hanging down after airborne because they
cause a lot of drag on the aircraft, more so when one of the engine fails!
Think and fly safely,
Why are the Boeing 777 engines placed forward of the wings?
Firstly, I like your site a lot! Secondly, maybe, I
have a weird question.
I wonder, if you look at the engine of a Boeing 777, I notice that it is
rather big and
it is attached to the wing in such a way that the body of the engine is
not fixed right under the wings (like most airplanes) but almost in
front of the wing.
Maybe this is a stupid question, but isn't this kind of attachment weak? I
mean, if you hang an engine right under the wing, it appears more
securely attached. Am I being vague about the question?
Anyway, next week I am going to fly for the first time
in a Boeing 777 and I hope I will survive this one!
So you think the massive Boeing 777 engines should be below the wings
instead of slightly forward of them? Be assured that this forward
position is the best in terms of engine efficiency and strength.
Remember, this airplane was the first one of its kind to be completely
designed by computers, and computers are smart!
The engines are very big as you have rightly
noticed, and if placed directly under the
wings, you need very long landing gears. The airplane cabin will
consequently be very high and the landing gears would be weak as
compared to the current design.
No question is weird or stupid but I am glad to answer them if it
troubles you on your next flight!
The TWA 800 Crash
Firstly, congratulations on your informative and
interesting website. As a nervous flier it has done much to assuage my anxiety.
I had the unfortunate experience of being in JFK New York awaiting a
flight to Ireland last year on November the 12th - a date you might recognize.
We received news that an American Airlines plane had crashed in the Rockaway,
with no survivors. Hardly great news at the best of times, even more disturbing when you are awaiting a flight that is about to take off from
Of course, our flight was delayed. The 3 major airports around New York
were shut down, which didn't help the mood around New York, as people were
reminded of the terrible events that took place there on September 11. As the day progressed, the AA587 crash appeared to be more and more a
result of mechanical failure, not a result of terrorism, as was widely
suspected. We eventually boarded our flight (after being made to sign next of kin
details!) and the mood can only be described as one of underlying panic.
Of course, needless to say, after a fairly nerve-wrecking take-off,
everything went smoothly and we arrived home safely, much to the obvious delight of
What first made me slightly nervous about flying was the crash of TWA
Flight 800 off the coast of Long Island on July the 17th 1996. I was working in
Boston at the time - as I recall, the general public consensus was that
this crash was a direct result of a massive terrorist crime (occurring as it
did two days before the start of the 1996 Olympics). However, as the months
went on, the crash appeared to be a result of a subtle design flaw - this
conclusion was reached after the painstaking reassembly of the wreckage.
We are informed all our lives that "planes don't just fall out of
the sky", except, sometimes, as in the crash of TWA Flight 800 - they do. The
crash was attributed to a volatile mix of air and fuel in the plane's central
tank, that was compounded by the aircraft remaining on the ground in JFK
for over three hours, in very hot weather. The NTSB were unable to determine
the source of the spark that ignited this volatile air/fuel mixture in the
central fuel tank.
I was wondering what your opinions are as to the awful crash of TWA flight
800? Surely many, many planes must have a volatile mixture of air/fuel in
their central fuel tanks - if a plane flying from New York to Paris has enough
fuel in its wing tanks alone, surely many 747s are currently baking away
on the tarmac of some airport, with a dangerous mix of air/fuel in their
near-empty fuel tanks, awaiting some mysterious source to ignite this
deadly combination? Is this all that is required to cause another catastrophe
like TWA 800? Or am I missing the point completely? It seems to me that the official NTSB explanation should make everybody
nervous about flying!
Thank you for your time,
Thanks for the interesting report of your experience.
My opinion of the TWA 800 crash? It was a most unfortunate
accident and it happened on an old B747 Classic. Do you know that if you drive an jalopy
on a hot afternoon with a fuel tank that is near empty, you may also have a
volatile mixture of fuel/air mixture in it as well!
Have you given
a moment's thought that it may explode if it comes in contact with a spark
as well? Although the analogy may be simplistic, that is the realty
of life. All I can say is that, most aircraft fuel tanks are very well insulated
from unnecessary sparks but Murphy Law still preclude any accident free fuel
Nearest emergency airports, curve air routes and Cabin doors
First, I would like to say that this is the greatest web
page I have found on flying. Thanks!
I have two questions:-
You mentioned that, when flying long distance
over water, the route is never further than one hour from an
airport for any emergency landings. I wondered about this while looking
at the map in the airline magazine. When flying from TYO (Tokyo)
to LAX (Los Angeles), where are the emergency airports on route?
Also, when flying from LAX to TYO, why does the route head further
north and then further south when returning to LAX?
In flight, I also see people standing around the door areas and I am
sure there is no way they could open it, but tell me, am I correct about
this! :) ..one of those silly questions I guess that I have
All my other concerns were answered in your web page and it is all so
very interesting to read anyway. I too get some jitters from time to
time while flying, but what I say to myself is "You are right where
you are suppose to be at this minute" and that over water puts me
at peace. Flying is fantastic and it lets me go places that I never
would be able to visit if not for flying. So the thrill of
adventure outweighs any fear. It still amazes me just the same, this
whole flying business! I love it.
Thanks in advance for any answers you can give me to my questions.
From your email, I have summarized the 3 questions:-
a. Where are the emergency airports within an hour's flying
on the route
from TYO to LAX?
b. Why is the route from LAX to TYO appears to be curve on
c. Can the passenger doors be opened in flight?
a. As regard to your first question, I was discussing a
topic on extended twin engine operations (ETOPS), peculiar to any two-engine
airplane. This is not applicable to a Boeing 747 because it has 4 engines. Historically,
for a twin engine commercial airplane to fly over water or land,
Regulations require it to be within an hour away from an emergency airport if it
loses one of its engine due to mechanical problem. Therefore, these
airplanes can only operate in Airways within an hour from an emergency airport.
In your case, I believe you flew on a Boeing 747 from TYO to LAX and the law
not require it to comply with this one hour rule.
b. I am sure your second question is a very interesting one for
those who are not very familiar with the various types of maps. Do you know
that when you first did Geography in School, many people were not aware that the
basic World map was a distorted representation of the Earth's surface.
Only those countries around the Equatorial regions are truly represented by its
size. Those nearer to the Poles are highly magnified. The basic World
map is similar to a ball being stretched so that its shape is made to fit into
a piece of paper. The most accurate map is in fact the map on a
The shortest distance between TYO and LAX is in fact a straight line
between these two cities. So if you place a string on a Globe between TYO
and LAX, you would see that the shortest distance is in fact the one that head
further north and then south to LAX. Because the map you so often used or
see is in fact a distorted map, the shortest route now appears like a curve on
the map in the Airline magazine.
c. Your third question shows your concern about the airplane
doors which could be accidentally opened in flight by those standing around
them. I can assure you that it is almost impossible to open the doors in flight even
if they have been deliberately unlatched. You know why? The
differential pressure in most airplanes is around 9 psi (pounds per square
inch). So there is a tremendous amount of pressure holding the door to its
seals. The only way to open the door in flight is to fully depressurize the
cabin pressure to zero differential pressure. In fact, this is automatically achieved when the aircraft lands. The reduction in
pressure is so gradual that you hardly feel it unless you have a cold and your
ears are blocked!
Your questions are not silly and I am sure many passengers are just as curious as you are ! :-)
6. Many questions
about flying and the pilot...
Hi Capt Kay,
Your Website is fantastic! I have some questions for you:-
(1) I was wondering how you cope with pressure of having a wife and
children when you are away at most times?
(2) What would be the
most terrifying experience you have in the air?
(3) Could a 777 pilot fly a 747? If
the pilot needs to go through a conversion course, how long does it
(4) Why have a 777-300 when a 747-400 could
carry more people and is cheaper?
With Sept 11, I assume that no passengers are allowed to the cockpit?
How safe is the reinforced door? What happens when you need to go to
toilet? Do you agree pilots should be armed? (I do). Have you experience
unruly and aggressive passengers?
(6) What sort of food is served to you on
board? I heard that your food is different from passengers just in case
there is sabotage Ö.is that true?
(7) During a long haul flight, where do you
relax/sleep when you are off duty? Does that mean that there are 2 sets
of pilots? Whatís the maximum hours you are
allowed to work per flight sector?
is the top speed you have achieved with favorable
tail wind? I have flown Qantas 747 back to Melbourne
and it was cruising at 1,075kms at 43,000 feet. Isnít
that almost the speed of sound?
Lastly, I have also flown Airbuses and MacDonald Douglas airplanes. There
is absolutely no comparison to Boeing. In fact, I always insisted
on Boeing 747 on all flights above 4 hours. Now I know better ...future
flights has to be the Boeing 777!
take your time to answer my questions. I know you are a busy man. Safe
God bless you.
Sorry, I was really very busy lately but here are the
replies to your questions:-
1. There are no family
problems caused as a result of being away from home quite often as
they get adjusted to it after some times. In life, you got
to accept the reality of certain professions. You got to
learn to cope with many variables and if you can do that, you need not
have to worry. There are very few perfect jobs but you make it
2. I have not experienced any
terrifying moments in my flying yet (touch wood!) but if they
ever happened, I hope I am adequately prepared for them because
we have been trained to handle such eventualities from day one.
3. A Boeing 777 pilot cannot
legally fly a Boeing 747-400 unless he has completed a full conversion
of the appropriate aircraft type. The duration of such a conversion
course varies between 3 to 5 months.
4. The Boeing manufacturer would
be able to answer this question better than I do. However, a
Boeing 777-300 is an extended version of a Boeing 777-200. It is
longer than a Boeing 747-400. The difference is that a Boeing
777-300 has only 2 engines whereas a Boeing 747-400 has four and so
maintenance cost may be lower.
5. After Sep 11, the reinforced
door is definitely stronger and safer than before. The pilot can
still visit the toilet. In my opinion, pilots should be
armed but this is a matter of choice. Some flight crew are
uncomfortable with this idea. I am lucky because I did have to
deal with very unruly or aggressive passengers so far. I have a
few minor incidents but they were all safely handled.
6. It is true that pilots' meals
are different from those served to the passengers.
7. During long haul
flight, pilots take a rest either in the Cabin seats or sleep in a
special bunk. There are two sets of crew on such flights. For
example, on a 12 hours flight, it would be shared equally. Each
set would fly for 6 hours. Whilst one set is on duty, the other
would rest or sleep at the back. The maximum hours each set of
crew is allowed to fly per day is dependent on many factors, such
as the commencement of flying duties, the number of time zones
crossing, etc. However, 8 hours per flight sector would be a
8. If you have a very
strong tail wind, it is possible for the airplane to cruise at almost
the speed of sound but I have yet to reach that speed. I know
the jet streams in Australia can be very strong and they can shave off
more than an hour to the duration of your flight if you are lucky on
Pilot's schedule in a day.
My dream is to be a Captain in a major
Airlines and I have a few questions:-
1. What is a pilot's schedule like?
Do you leave home for a few days or do you work a certain number of
hours and then return home on the same day ?
2. How many hours a day do pilots usually
3. Which Flying School would you
recommend for a full pilots license (Private to Commercial and ATP)?
Tuane J Greiner
Here are the answers to your questions:
1. A pilot's schedule is
dependent on what fleet (airplane) he is flying and whether he
operates on International or domestic routes. If he flies
domestically, then he is unlikely to be away from home very
often. Sometimes, he is home on the same day if he flies on
daily shuttles or to nearer destinations. If he is on
International flights, he may be away from home longer than usual.
2. Again, this would be based on
whether he is flying internationally or domestically. On an
average, a pilot can fly as short as 2 hours to as long as 8 hours a
day, depending on how long is the duration of the journey.
There are many rules governing flying times, such as when you start
your flying duties, whether in the early hours of the mornings or on a
comfortable office-hours timing, etc.
3. I cannot really recommend any
flying schools to you to acquire a PPL, CPL or ATP license because I
do not know where you are from. You can get a better recommendation on which school to go to from the Civil Aviation
Department in your country.
Hi Captain Kay,
(1) I recently watched the "Boeing 777, The 21st
Century Airliner" in the Discovery Channel. It was a fantastic!
There was one guy who mentioned that the systems in the flight deck are
smart enough to tell you if a bulb some where is burnt out!
My question is, "Where is such information available? Is it
on the MFD Electrics Page?
(2) As you mentioned in my previous FAQs, if a fuel leak did
occur, the following possible indications are :
a. excessive engine fuel flow
b. total fuel quantity decreasing at an abnormal rate
c. FUEL IMBALANCE warning message on
d. FUEL QUANTITY LOW warning message on
e. FUEL DISAGREE message on the Computer scratchpad
f. INSUFFICIENT FUEL message on the Computer
g. visual observation of fuel spray from engine
Now, a & b should be observed by the pilots... (imagine they are very busy
with ATC!). d & f would come on only when you have lost all the fuel! (so
what is the use?). The warnings which help pilots to detect the fuel leak
is FUEL IMBALANCE and FUEL DISAGREE.
Could you please explain the actions taken when you get these warnings?
(3) FMS (Flight Management System) gives the Distance, Time and
FOB (Fuel on board) for the TO waypoint which is displayed in the ND
(Navigation Panel). Now how accurate is this prediction?
Lets say, you are now in CRZ (Cruise) and intercepting a waypoint,
say "WLR" which is 60 NM (nautical miles) away. Note the EFOB
(estimated fuel on board) at WLR. When you intercept WLR and check
the fuel remaining. What would be the differences?
( 4) As a big fan of Boeing 777, there are hundreds of questions
which come to my mind.
Instead of asking all these questions, I feel I should make a thorough
study and then ask. Operating of the B777 would be fully dealt in
the Manuals which you refer to like the Operations Manual, Technical
Manual, QRH, etc. Is there any way one could get access to them?
As you have advised, I have contacted Boeing through the mails, but they
don't seem to be responding.
In many web sites and books, there are some bits and pieces of
information, like how control laws are built, etc. They do not give me a
full understanding of the airplane. Can you recommend where I can get
the Airplane Manuals?
Kindly let me know.
Sorry, I was very busy to answer your questions earlier. At the
moment, I am stopping overnight at Mumbai (Le Royal Meridien) and
finally, I have some time to answer your FAQs:-
1. If a light is burnt out it would not
be annunciated in the MFD (Multi-Function Display) Electric page otherwise this page would be very cluttered with minor
faults. It is not very accurate to say that any burnt out lights
would be detected in the Flight Deck. Sometimes you have to
physically check it outside the airplane. Perhaps some of the defects
could be detected after
checking the MAT, (Maintenance Access Terminal ) in the Cockpit. Since this is a minor defect, it would not be the flight
crew's duty to change any burnt out lights in flight.
2. The list of warnings of fuel leaks given by the Boeing
777 QRHs (Quick Reference Handbooks) are some of the scenarios that are possible. Not all the warnings
would appear at the same time in real life! As regards to the actions as to how the
pilots would react, it would be according to his common sense. A
pilot is paid to make reasonable and safe decisions. Not every actions can
be spelt out clearly but the QRH's guide is general and adequate for the safe
diagnosis of most of the problems.
3. The FMS and the computer's prediction of the distance to
go, time and the fuel on board to the Waypoint is very accurate PROVIDED
the LNAV and not the raw mode is selected. If you are cruising and intercepting
a track to 'WLR' on HDG or TRK SEL mode, with LNAV engaged, (must be on correct
intercept track!), then your data of the distance to go or fuel
remaining at PROGRESS or LEGS page would be accurate.
4. I am still not sure as to your interest in the technical
details of the Boeing 777. If it is for the purpose of enhancing your knowledge
in order to do your job, then you must not rely on my explanations as I am not
the authority on the Boeing 777 in this aspect. In fact, you should persuade your
Company to purchase all the Boeing 777 Manuals for your commercial work from Boeing,
the airplane manufacturer! All pilots
and engineers are supplied with the Manuals related to the Boeing 777 and if
you don't belong to these categories, I suppose you have to write to Boeing
Publications officially to purchase them. The address is as
The Senior Manager
Flight Technical Publications
Customer Services Division
Boeing Commercial Airplane Group
P.O. Box 3707, M/S 20-89
Seattle, Washington 98124-2207
9. Airbus 340
versus Boeing 777
Dear Mr. Lim,
I am a confessed fearful flyer and thus found your website quite helpful
and informative. I concur with your theory that knowledge is the
best way to combat fear, particularly fear of flying that I feel is
irrational on my part but overpowering nonetheless. Unless
compelled to fly, I avoid air travel at all costs.
A few months ago, I had to travel to Seoul from San Francisco on business.
I deliberately chose Singapore Airlines because of their excellent
reputation in terms of safety and service. The experience was
quite pleasant, although it did not permanently allay my fears of
flying. I noted at the time I flew on this route, Singapore was
However, as I was browsing Singapore Airlines
website, I discovered that they are now operating 777s on this
route. Given Singapore's pronounced commitment to operating a
modern fleet, I wonder if their example indicates that 777s are finding
acceptance in the commercial aviation community?
Do you find that fellow pilots embrace the 777 over
other commercial jetliners? Is it fair to say that the 777
represents the "cutting edge" of aircraft engineering, and
therefore, one can safely presume that it is the safest aircraft in
Thank you for your help, and your website is truly a valuable resource.
I am glad you found benefit in browsing through my Website.
I am not aware of Singapore Airlines' rationale to change from Airbus
Boeing 777 on the Seoul to San Francisco route. As I have
times before in my FAQs on this topic, amongst other advantages, the
Boeing 777 is more comfortable when you are caught in air turbulence.
As regards to whether fellow pilots embrace the Boeing 777 to other Commercial jetliners because of its 'cutting-edge' technology, it is
very subjective. Who doesn't want to drive the latest brand new model
of Mercedes anyway?
Regarding the safety of the Boeing 777, the comparative statistics (see
my topic on this subject) speak for themselves.
Flight Attendant was sucked out of cabin during rapid depressurization.
Dear Captain Kay,
Your site is amazing. The information that you provided very much helps.
I have a question about the guy who apparently got sucked out of the
cabin due to the rapid depressurization.
What would have happened to that person? Will he be lost in space
forever without falling onto the earth? or would he eventually fall off
sometime? If so, how long it takes?
As regards to the guy who was sucked out of the cabin due to the rapid
depressurization in Aloha Airlines Flight 243, I believed he did not
survive the misfortune. Apparently, he was declared as lost in flight
because a sea search was unsuccessful in recovering the body. He was in
fact a flight attendant and was standing in the cabin of a Boeing 737
whereas the passengers were all secured by their seat belts.
According to the passengers on board, the flight attendant was
immediately swept out of the cabin through a hole in the left side of
the airplane fuselage.
He would have certainly fallen off to the earth (and not lost in space
forever!). During the fall, the body would have reached a terminal
velocity of about 125 miles per hour or about 11,000 feet per minute. As
the aircraft was at 24,000 feet when the depressurization occurred, it
would have taken about 2 minutes and 15 seconds to reach the ground.
The effect of the impact would be like driving a car at 125 mph and
crashing it into a solid wall!
Where can a Boeing 777 land between San Francisco and Honolulu?
Hi Capt Kay,
I am so glad to find your very
informative website. It helps me tremendously in alleviating
some of my fears.
I have just booked a family vacation
from San Francisco to Hawaii 2 week from now and purposely chose
Boeing 777 because of safety reason. According to the flight
schedule, the flight time will be approximately 5 hours.
However, I am very nervous when I see on the map that there is no
single island or airport between San Francisco and Honolulu.
What happen when the 777 has to land
during emergency? And what kind of options the pilot has in this
type of flight over the ocean (returning to originating airport,
ditching to the ocean)? Please kindly explain.
Thank you very much for your time,
In my earlier FAQs
concerning a similar topic, I have mentioned that there is nothing to worry
about. The Boeing 777 has been certified to fly on one
engine for more than three hours. In the beginning, when
2-engined commercial airplanes were introduced, most of them
were restricted to fly not more than one hour away from an emergency
Today with very
reliable engines, the Boeing 777 has been approved by the FAA (Federal
Aviation Agency) to fly across the Pacific Ocean provided they are
within 3 hours away from any suitable airports. Since Honolulu
is only 5 hours flight from San Francisco, assuming that there are no
suitable airports or islands between them, at mid-point, a Boeing 777
is never more than two and a half hours away to return to the
original, or proceed to the destination airport for a safe
landing during an emergency.
Whether the Boeing 777 is affected by the recent fuel pumps problems?
Dear Capt Lim,
Recently Boeing announced that about 3,000 of its planes had fuel pump
problems and that it had instructed all the relevant airlines to have
the pumps replaced.
Is the Boeing 777 among those planes which have been identified
with the fuel pump problems ?
Would be grateful for your clarification on the above query.
R. A. Rashid
The Boeing 777's are not among those
airplanes which have been experiencing fuel pumps problems.. The
aircraft involved are Boeing 737, 747 and 757s and it is thought a
total of 1800 planes are affected. Around
1400 of the aircraft are operated by the US Airlines.
Has any Boeing 777 ever crashed?
If so, was it military or commercial?
Was the plane itself at fault?
I anticipate riding one for the first time in December and I am
actually looking forward to it! (this is not normal for me when it
comes to commercial flight. But really..... this is the 777
we're talking about here....I've heard of them through the AFA
(Air Force Association) and it sounds like it will be an experience to
I am also curious to know whether or not it's still the largest
(commercial) airplane currently in use? If not, what is?
Thanks for listening!
The Boeing 777 is not the largest
commercial airplane currently in use. The largest is the
Boeing 747 in terms of capacity but the Boeing 777-300 is longer in
length. Soon, the Airbus 380 would be larger than the Boeing