For words, I apologize.
Airline pilot in the US; live in California but currently based out of Chicago, so a 4-hour airplane ride to/from work. I try to bid trips that start late in the afternoon (I fly regional flights, so short 2-3 hr flights) meaning the first day of work I’ll get up 6am on the West Coast, catch a 8am flight to Chicago that lands around 2pm. Begin my work day around 3-4pm, and finish the first day at 9-10pm Central Time, often later. Makes for a long day, but there’s no point moving since airlines open and close bases with a drop of a hat. Plus SoCal is pretty nice… If the commute to/from work happens to be on a cool new airplane like the B787 – more often than not it’s on a 737 and there’s nothing exciting about that machine – I’ll snap pictures/video from the jumpseat if the crew is ok with it. When I’m flying my CRJ700 (small, but fast, can’t quite compete with the 787 but for the rest of the “real airplanes” it’ll give a run for their money), autopilot is on, so I have time to take even more pics. Most of the time I pay attention to actual work as well, and when I’m not, a young(er) whipper snapper First Officer (“copilot”) will slap me in the back of my head to get to it.
As you can tell, not all workplaces and offices are created equal.
Both pilots on the 787 have Head-Up-Displays (shown on the right side of the pic); helps the pilot in landing as you can focus on the display for crucial flight data without taking your eyes off the runway; overhead panel is for electrical, hydraulic and pneumatic systems – mostly cutoff switches for abnormalities. Basically, if it ain’t lit, don’t touch the button! The 787 is mostly an electrical airplane, unlike older Boeings/Airbuses etc. Even 787 engine starts are done by an electric starter vs old skool way is to run an auxiliary power unit (small whiny jet in the back of the airplane) to provide pneumatic power which in turns an air-turbine-starter on the main engines.
From the bottom of the pic: VHF/UHF radio tuning heads, engine/thrust lever quadrant, a multifunction display usually set to display engine information; middle of the pic five screens: multifunction displays displaying navigation data, and engine parameters and primary flight displays on the edges of the pic. Middle center is the flight guidance control panel which controls the flight director/autopilot/autothrust functions. When handflying, be it my small regional jet, or this behemoth, the non-flying pilot (“pilot monitoring”) will set altitudes, headings, speeds etc with the flight guidance control panel, and the flight director that is displayed in typically in green/pink delta shape or crosshairs on the primary flight display – depending on the manufacturer – will indicate how the pilot-flying should maneuver the aircraft. If/when the autopilot is engaged, the autopilot will just follow the flight director. Very far left is a display to show either CCTV from cabin (in flight) or forward looking camera on the nose gear for taxiing – helps the Captain to keep the nose wheel on the center of the taxiways ensuring engine and wing clearance on tighter turns.
Since the 787 does long-haul, the flights are manned with 3-crew, in some cases 4-crew. Very comfy bed, with power outlets, reading lights, even a wedge shape pillow to help you prop up and read if you so choose. I got to ride in the flight crew rest a few times. Great place to hide. About 50% of the time I ride in the main cabin (First Class fills up every domestic flight, every airplane, every company) and since most of the time I’m in uniform, I get a guaranteed once per flight “hey aren’t you supposed to be up front”-funny to which I show my phone and quip “there’s an app for that” and put my headphones back on. Unfortunately the 787 is no longer on my commute route so back on the older grey, drab, sit-on-the-plank-and-shut-up (like my CRJ) 737/A320 it is, boooo.