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 More Current Frequently Asked Questions

Questions:     

1.  How much does a Boeing 777 Captain earn?
2.  Does the airplane fall out of the sky in severe air turbulence?
3.  What are the additional comforts and perks on the Boeing 777?
4.  Any electrical socket for my portable DVD player inside the Boeing 777?
5.  Boeing 777 Questions on TAC, Protection, Auto Throttle and E-Checklist.
6.  Why aren't there on board video cameras on the Boeing 777?
7.  What should I consider first if I want to be an airline pilot?
8.  Foul air circulation on the Boeing 777?
9.  Can a Boeing 777 maintain atmospheric pressures in cabin during cruise?
10. What is the difference between a Boeing 777-200 and a Boeing 777-236?
11. How is the typical climb profile of a Boeing 777?
12. Will an airplane ditch safely on water?


1.  How much does a Boeing 777 Captain earn?

Hi,

I am 16 and plan to be a pilot someday. I just wanted to tell you that your site is very good, and that there are a lot of interesting topics.

I would like to know if you could answer this question: How much do you think a Captain of a Boeing 777 gets paid?

Chris Dieckhaus

U.S.A
May 23 15:19:36 2002

Hi Chris,
 
Thank you for visiting my site.  I can't tell you exactly the salary of a Boeing 777 pilot for it varies from Airlines to Airlines and also how long has one been flying the airplane.  

In Delta Airlines, for example, a Boeing 777 Captain is paid a base annual salary of around US$220,000.00   A co-pilot or First Officer may receive about half the amount and this depends on his seniority.

 
Anyway a Boeing 777 pilot's job is interesting and the pay is reasonable but you won't be a millionaire for sure with that salary!!  :-)
 
Bye bye!
 
Capt Kay

 


2. Does the airplane fall out of the sky in severe air turbulence?

Hi,

I guess you could say that I have a fear of flying. But it's the turbulence that really gets to me. Thank you very much for your website, I have really learned a lot. 

However, my fear is that turbulence will make a plane "fall out of the sky." How likely is this? Would this be due to severe or extreme turbulence, and how often do both of those occur? 

Whenever we encountered any kind of turbulence I become paranoid.  What do you think is the best way to cope with this? I am trying right now to research and learn as much as I can, hopefully to calm my fears but do you have other suggestions?

Thank you in advance

Ann

May 27, 2002 6:02 AM

Hi Ann,

My apologies for the late reply as I was on a round-the-world working trip.  I traveled half way as a passenger at the back of the airplane and the
remaining half as a pilot in the cockpit.  So I could appreciate and
empathize how a passenger feels toward air turbulence.  I was sitting in the
cabin from Los Angeles to New York (Newark) on a Continental Airlines Boeing 757.  During the journey (4 hours 50 minutes), I experienced light to
moderate turbulence for about 30 % of the flight time because our track was almost along the line of a frontal system.

I have answered a few other FAQs  similar to yours in this Website and I do appreciate your paranoia of these unpleasant occurrences.  I am sure your further research on this topic will certainly make you understand air turbulence better.  

I have lately included a link where it gives the forecast of clear air turbulence (CAT) around the USA.  If you are from the USA, this Site will at least tell you where you can expect turbulence on your flight.  If you are from other parts of the world, a look at the CNN weather forecast of your region will give you some indications as to where you can expect a rough ride if your flight passes through a frontal system or likely to be in the vicinity of thunderstorms.

As regards to your question as to how often would severe or extreme
turbulence occur, they are always present in areas of very active
micro-bursts, frontal systems, severe thunderstorms and in the vicinity of jet streams.

Experiencing some light-to-moderate air turbulence can be said to be part and parcel of air travel. However, on a bad day you can expect more turbulent flights but there is nothing to worry about that the aircraft may drop off from the sky or that it may break up in the turbulence.

Structurally, the aircraft can handle the turbulence very well and
safety-wise, leave it to the safe hands of your Captain!  Remember, he is
just like you and will make all humanly possible efforts to avoid them!  He
doesn't like turbulence too!

Wish you a pleasant flight next time!

Capt Kay


3. What are the additional comforts and perks on the Boeing 777?

Hi,

Thanks for your website--it's great!  I have a question for you, though.
Can you describe some of the creature comforts for the passengers?  Are the
seats better than other airliners?  Are there more movie screens, etc.?  I
have ticket in June on one of the Continental flight to London.

I'd appreciate your answers!

Deborah King

27 May 2002 17.42:13 -0500

Hi Deb,

My apologies for the late reply to your query as I was on a round the world trip.  I traveled half the journey as a passenger and flew the Boeing 777 as a pilot for the remaining half of the journey.

From Los Angeles to New York (Newark) I was traveling at the back as a passenger on a Continental Airlines Boeing 757.  I found the seating in the economy section a little crammed (I could not get a First Class seat as it was packed on that particular flight).  I had to strain my neck to view a mini-TV screen on the ceiling below the luggage compartment!

Since you will be traveling on a Boeing 777 on your next Continental flight to London, the airplane would be more spacious and you will have your own private movie screen in front of your seat even if you are on an economy ticket.  You can watch movies, play computer games and enjoy the  many other entertainment available inside the cabin.  

You can also find out more about the technical information on the Airplane in the Boeing 777 Gallery Page of my Website if you click on Continental Airlines.

Enjoy your next flight on a Boeing 777!

Capt Kay


4.  Any electrical socket for my portable DVD player inside the Boeing 777? 

Hi,

I'm flying a Boeing 777 in July and would like to know if the seats have an electrical socket for my portable DVD player once the battery goes dead. 

Thanks, 

Pat

June 07, 2002 5:05 AM

Hi Pat,
 
Regarding your question about whether the Boeing 777 seating come with an electrical socket for your portable DVD player, to the best of my knowledge, none is installed in the airplane that I know.  If you are traveling First or Business Class, most Airlines have electrical sockets for Laptop Computers only.
 
Just for your information, all seats (including Economy class) on the Boeing 777 have their own private TV screens for movies, music and various entertainment.  So you need not have to use your DVD player to keep you entertained or occupied!
 
Enjoy your flight on the Boeing 777!
 
Regards,
 
Capt Kay

5. Boeing 777 Questions on TAC, Protection, Auto Throttle and E-Checklist.

Monday, June 10, 2002 2:26 PM

Hi Capt Kay,

How are you? Remember me? I am the guy who asked about the TAC (Thrust Asymmetry Compensator) on the Boeing 777. I am working for Honeywell FMS for Airbus.

I have some more questions on the Boeing 777. Please answer them when you are free.

1) In any Airbus aircraft with the FBW Technology, as the aircraft navigate, the FCC would automatically put appropriate trim to compensate for the winds even if the aircraft is in the manual  mode of flying.

Is this feature available on the Boeing 777?

You mentioned that the TAC activates the rudder if it detects a difference in thrust by more than 10%  to balance the control column. So in this scenario,  what does TAC do?  Is there any system which take care of the winds?

2) In Airbus aircrafts, the Envelope Protection is Hard Type whereas it
 is Soft Type on the Boeing, i.e. Pilots make the decision to use it or not.
(Like you had mentioned that the TAC can be over ridden by pilots  manually using the rudder).

The Alpha Protection Software for the Airbus A320 Aircraft limits the AOA
up to to 30 degrees. So even if the pilot try to pull the side stick, the on-board
FCC is going to limit it to 30 degrees.

How is the Envelope Protection taken care of on the Boeing 777? What systems would interact and can pilots override the envelope if he wants?

3) In the B747-400,  you have single Auto Throttle Arm Switch in the EFIS
panel. In the B777 there are two, L and R Auto Throttle Switches.

What makes the Difference?

4) In the Boeing 777 Electronic Checklist (operated by using CCD), there are two line items,  Open loop and the Closed loop which appears differently in the MFD (Multifunction Display). Please update what is that?

Big Questions? But I am sure you are  the most patient-and-answer-to-the-point pilot I have ever seen!

Please take your time to answer.

Thanks and Warm Regards,

Srihari J

Hi Srihari,

Wow... tough questions!  I thought you ought to have directed your queries
to the Boeing engineers! :-)  Pilot's business is to fly airplanes and
concentrate on need-to-know stuff rather than on nice-to-know information. However, I will try to answer your questions with a disclaimer that I am not an expert on technical matters as my Site caters mainly for the curiosity of the average air traveler.  Here goes:-

(1) The Boeing 777 is automatically trimmed for a balanced flight when the
TAC (Thrust Asymmetry Compensator) is in operation.  With TAC on, it will sense any imbalance due to an engine failure.  It would automatically add rudder pressure to minimize yaw when the thrust level on one engine differs by 10 % or more from the other engine.  After a few seconds, the TAC applies sufficient rudder to make it possible for the pilot or autopilot to center the control wheel.  To compensate for winds (I assume you are referring to its direction of flight), even in manual mode, this is taken care of when the pilot is on the TRACK SELECT mode.

(2) Envelope protection functions include stalling protection,, over speed protection and roll envelope bank angle protection.

Stall protection limits the trimmed reference speed so that it is inhibited
in the nose up direction.  If speed decreases to the near stick shaker
speed, the auto throttle will add power and thrust automatically.

For over speed protection, when the aircraft is at its maximum speed
(VMO/MMO), trim is inhibited in the nose down direction to prevent over
speeding.

When airplane bank angle exceeds 35 degrees, the control wheel force would automatically roll the plane within 30 degrees of bank.

All the above 3 protections can be manually overridden.

(3) On a Boeing 747-400, a single Auto throttle system moves all the
thrust levers to the selected reference thrust while the FMC commands the EEC (Electronic Engine Control)
to trim each engine to equalize the thrust.

On a Boeing 777-200, there are two Auto throttle Arm Switches, one for
each engine so that each side can be separately selected on or off as required.

(4) Closed Loop items are steps in the Electronic Check List that involve
the continuous and automatic monitoring of switch, lever or selector
position.  When the control is in the required position, the line item text
color change from white to green.

Open loop items require the flight crew to manually confirm completion by
using the CCD (Cursor Control Device) cursor select switch.  It does not provide any monitoring of control position or system state.  This can be distinguished from closed loop by display of the open loop system indicator, a gray box located to the left of the line item.  The text color changes from white to green only when the pilot select the CCD cursor switch.

Bye bye,

Regards,

Capt Kay


6.   Why aren't there on board video cameras on the Boeing 777?

Monday, June 24 04:31:37 2002

Hi,

The web site is the best there is! There is all the information needed for a safe flight on the safest plane with the safest airline! It is simply marvelous!!! I have a question for you. Why aren't there onboard video cameras on planes? They would be in great help in case of hijacking, wouldn't they?

Lyubomir Gunev

Bulgaria

Hi Gunev,

Thank you for the compliments about my Web Site.  I have been rather busy flying around to email back.  Regarding your concern about potential hijackings and the installation of video cameras, all Airlines are in the process of doing so in the future.  Their main concern at the moment is to prevent unauthorized entry to cockpit by having secured locks fixed at the doors.  

By April 2003, the doors must be bullet-proofed and later on, video cameras would be installed.  It takes time to implement all the new security measures.  In fact, I have heard that the video cameras you talked about would have the facility for the crew to identify suspicious passengers and their pictures immediately beam to the ground (e.g. to the FBI ) to ascertain their background.

 
These are just some of the security measures for anti-hijacking that are in the process of being implemented.
 
Bye bye and have a safe flight in the future!
 
Regards,
 
Capt Kay


7.  What should I consider first if I want to be an airline pilot?

Thursday, June 27, 2002 1:37 PM

Dear Capt Kay,

I stumbled upon the web pages that you have created and found it to be most informative and interesting. I am really grateful that you have shared so many things that gave me so much insight to becoming a pilot.

I am actually considering of becoming a commercial pilot. May I know whether you have any specific advice on the factors that I should consider first before deciding whether to be a pilot or not?  Please share your views.

CP Au

Hi CP Au,

So you are considering of becoming a Commercial Airline pilot?  I do get a
lot of questions on this topic.  Here are some of my views. Ultimately,
you would have to decide whether you want to make flying as a career.

Firstly, having flown for quite a number of years as an Airline pilot, I
still find flying very interesting.  (Ask John Travolta about it!). Basically, to decide on a career, you must be happy with what you do.  As for me, I wouldn't be happy doing anything else.  It is a career that I find personally satisfying and financially rewarding.

Flying an expensive machine (a new Boeing 777-200 cost around US$160 millions) from one point and landing safely at an oversea destination is a fascination to many people.  Your cockpit is your office and you are on the move most of the times.  You get to travel a lot and meet many different people from all over the world.  You are like a CEO of a large Corporation but you have to shoulder a heavier responsibility for hundred of lives are at stake if you ever make a serious mistake.

Having painted a picture of some glamour that comes with the job, I
will now give you the other side of the profession.  As an International
Airline pilot, you would be away from home more than any other career.  It
can affect your family life and it takes a lot of understanding from your
loved ones.  You are expected to work during public holidays, at odd hours
and fly through many different time zones but you have generous off days,
leave and good fringe benefits.  You may also miss attending your closest
friend's wedding unless you are given sufficient warning.  The job is fairly
stressful for you are constantly being checked on your flying proficiency
and medical fitness every 6 or 12 months.

So this career is not for everyone if you are the homely types or hate
travel.  I have two personal friends who decided not to pursue with their medical courses and went on to flying.  Believe me, both of them are flying as Captains today, one on the Boeing 777 with me and the other one on the Airbus 330.

I hope you have some insight on the pros and cons about wanting to become a Commercial Airline pilot now.  The decision to be one is all yours!

Regards,

Capt Kay.


8.  Foul air circulation on the Boeing 777?

Tuesday, July 2, 20:10:10 2002

Hi,

I have read that there have been problems on the Boeing 777's with air circulation on long haul flights, causing nausea and fainting. Has anything been done to alleviate this difficulty?

Thanks,
Debbie

Hi Debbie,
 
I believe you have read my FAQ on hazards of long range flight regarding foul air in the cabin.  So far, I have not heard about whether Boeing has done anything to alleviate the problem.  Their explanation of the poor air quality was an operational issue and not an oxygen problem and it is mainly related to the control of the heat in the cabin.
 
I have done many long range flights of more than 12 hours each on the Boeing 777 and have yet to receive a real complaint about foul air in my flights.  An United spokeswoman said that people do get sick for various problems, but not because of the poor air quality and they don't see any 'medical effects' related to the Boeing 777.
 
Have a safe flight!
 

Thursday, July 11, 2002 3:56 PM

Dear Capt Kay,

I had a discussion with some colleagues regarding the cabin pressure inside aircraft. I read on your web page about gunshots in an aircraft and that the cabin pressure can be as low as 8.5 PSI (pounds per square inch) under normal conditions. That is very low, almost half atmospheric pressure. 

Why doesn't Boeing (and other manufactures) build the air control system in the cabin, so that it maintains atmospheric pressure? I know it is technical possible to control pressures very precisely. And it would be a lot more pleasant for passengers with weak ears or colds.

Thank you for a great web site.

Thomas Wolfe

Hi Thomas,

Although it is technically possible to build an air control system to
maintain an atmospheric pressure inside the cabin, the aircraft body structure has to be redesigned to be very robust in order to withstand the high differential pressures.  In the end, the aircraft may be too heavy to take off!  (A submarine is designed to withstand very strong differential pressures but look at its comparative weight !)

Have a safe flight!

Capt Kay


10.  What is the difference between a Boeing 777-200 and a Boeing 777-236?

Friday, July 12, 2002 6:01 AM

Hi,

What is the difference between a Boeing 777-222 and Boeing 777-200 ?
Why does Boeing has many different planes such as Boeing 757-231 or Boeing 747-446 ?

Regards

Patrick Raimond

Hi Patrick,
 
There is no difference between a Boeing 777-222 and Boeing 777-200.  The last 2 digits refers to a particular model of a particular Airline.  For instance, from my observation, all United Airlines Boeing 777-200's are Boeing 777-222, Delta Airlines are Boeing 777-232, Air France are Boeing 777-228, British Airways  are Boeing 777-236 etc. This applies to Boeing 757 or Boeing 747 as well.
 
Regards,
 
 
Tuesday, July 30, 2002 8:03 PM

Hi,

I have one question with reference to the basic climb performance of a typical
Airliner like a Boeing 777. If you visualize the vertical view of the climb profile of an aircraft, after takeoff and before the top of descent I see a constant altitude segment. What is the exact reason for it?

Is it because the Aircraft is under maximum gross weight and is incapable of
reaching it's cruising altitude directly or is the pilot trying to avoid a particular region so he needs to have a constant altitude segment before cruise?

If you have a choice would you  prefer to climb to the cruise directly
or do you prefer to step-climb and why?

Thanks and Regards,

Srihari J

Hi Srihari,

It is not true to say a typical Boeing 777 profile has a constant altitude
segment.  Perhaps the profile you mentioned covers a short sector of a
3-to-4 hours flight where further step-climbs have no economical advantage.  I do a lot of long haul flights from the Far East to Europe of around 12 to 13 hours duration where there are at least 3 step-climbs.  With a heavy aircraft (around 286,000 kg), the computer calculates the optimum altitude of 31,000 feet initially.  

As the aircraft climbs, the computers recommends a step-climb to 35,000 feet when the aircraft weight reduces as a result of fuel burnt (a Boeing 777 consumes around 6000 to 7000 kg of fuel per hour depending on the
weight). 

Three quarter way through the flight when the aircraft is about 55,000 kg lighter because of the fuel consumed, the computer will recommend a further climb to 39,000 feet.  Looking at this climb profile, it is not true to say that a typical Boeing 777 has a flat segment from the top of climb to the top of descent.

Pilots will rely on the Flight Management Computer to choose the optimum level to climb to. If the pilot fly at any level other than recommended, the airplane will burn more fuel and hence uneconomical to cruise at.

When you mentioned about a constant altitude before cruise, I am wondering if you are referring to the initial accelerating altitude of 1000 feet or the 3000 feet (depending on the airport), which is part of the noise abatement procedures.

Regards,

Capt Kay


12.  Will an airplane ditch safely on water?

Thursday, August 01, 2002 4:19 AM

Hi,

I have written and asked a question before and you replied very promptly
and were very informative as in all your answers.

I read with great interest an answer that you gave someone about how long
the aircraft stays afloat in the event of a water based landing. I must say,
I have often wondered if it was possible to do this (as anyone who looks
down and sees water as far as the eye can see probably does!).

What I would like to know is, how is this performed? Above all, in terms of
landing speed, weight, angle of descent, attitude and inclination etc, how
is it possible to execute such a landing when you will surely encounter a
great deal of resistance from the water surface on final touchdown, at what I
assume would be just above stalling speed?

As the landing gear would not be down, I would perhaps guess that it would
be the engines that touch the water first. Would this not cause a sudden
jolt forward along with a dramatic reduction in speed that could damage the
structure of the aircraft?

Is this part of simulator training?
I would be very interested to know the answer to these questions.

Thank you in advance, keep up the great site and happy flying.
  
Robert Hirons, 
Marseille, France.

Hi Robert,

To answer your question, firstly, have you ever seen an amphibious airplane
landing on water - if not in real life or at least in movies?  Okay, those
airplanes were specially designed to do so on fairly calm waters and into
wind.  So it is possible for an airplane to 'land' on water, don't you
agree?

Now the question is how well will other non-amphibious airplanes perform in a ditching?  Many factors must be taken into account as I have mentioned in my previous FAQ.  Some years ago, an African Airline Boeing 757 ditched into sea when it ran out of fuel after being hijacked.  I personally saw it on the CNN News.  Somehow, it was not well executed because one of its wings hit the water first.  It cart-wheeled and broke up but there were some survivors.

What I want to say is that, it is possible to ditch safely if all the conditions are favorable.  Similarly, if all the prevailing flying conditions are non-existence, even a crash landing on the runway or land surface would be disastrous!

In a well executed ditching, the airplane must be controlled at the
recommended landing speed for its weight just like a crash landing (see my
FAQ on landing with loss of all engines - where an Airbus 330 crashed
landed safely).  In a perfect ditching, the rear belly contact water first
before the engines.  It is true that there would be a great deal of resistance from the water surface on final touch down.  As you rightly said, the landing gears should not be down -  for that would cause an even greater drag from the water surface.  Damage to the structure of the airplane would be inevitable if the contact speed is excessive or if the wings were not level on impact - just like what happened to the hijacked Boeing 757 above.

In the simulator training, flight crew have been trained on all the
procedures for executing a safe ditching at sea but in real life, he needs
all the favorable conditions to exist - just like some people need luck to
survive a car accident!

Have a safe flight always!

Capt Kay


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