Now to get this thread moving again, for those still curious.....
Once we are airborne the cockpit will look something like this. Here we are cruising at 33,000' (10,058 m) with a speed of .80 mach or in this case roughly 540 mph (869 kph). There are 3 sets of basic flight instruments, one for each pilot and a 3rd standby set for redundancy. Additionally each pilot has their own navigation screen with their own radar superimposed over it.
Some of the controls are, starting with the two white topped throttles in the center, left of them, yellow circled, is the speed brake. To the right circled is the flap handle. Below them in the center, yellow circled, are the engine fuel control levers. On the center console, circled in red, are 3 fire handles. The one on the far right is for the APU (Auxiliary Power Unit) and the two in the middle are one each for each engine. Each handle will light up in case of a fire. Pulling the handle will shut down the respective engine or APU and then turning it will discharge a fire suppression agent (Halon I'm told). There are two bottles of agent controlled by each handle. On the forward panel circled in blue is the landing gear lever and below on the far right circled in orange is one of two rudder pedals for each pilot. That's also how we activate the wheel brakes on the ground, by pushing on the tops of the rudder pedals.
Here's a close up for little better view.
When the aircraft is on autopilot (virtually always when at altitude) the aircraft is flow by using the panel at the top. That's where speed, heading and altitude inputs are made to the autopilot. Circled are the check lists we use. Not to over simplify it, but most procedures are done via a check list; engine start, before taxi, before take off, after take off, before decent, landing, after landing and parking are just some of the routine checklists used and those check lists are used
each and every time without exception.
We also have world wide terrain mapping capability on board. When it is selected on, it will alert us to the presence of high terrain in our area such as this mountain ridge seen through the windscreen while on approach to Sao Paulo. It's been a great safety feature that most airlines now commonly use.
This is the view while on short final to 9R at Sao Paulo, the runway ahead and slightly to the right...
...and this is the approach to 8L at Honolulu. Besides approach instrumentation on board, many runways will have outside visual aids such as the lights circled on the left. This is what's known as a PAPI- Precision Approach Path Indicator. When the left set of lights are white and the right set are red the aircraft is on the proper approach path. Get too low and they all start to turn red and when too high, they will all turn white. Simple but highly effective.
After landing, most long runways will have a series of high speed turn offs for jet aircraft, seen ahead and to the left. Since they aren't at a 90º angle to the runway, the landing aircraft can exit the runway safely at a much higher rate of speed, say around 60 mph (96 kph).
After the layover, where the crew gets rest (usually 12 to 28 hours or more) before the return flight home, they will typically go to their local airport operations office to plan out the return flight. This was our old Sao Paulo ops office.
Here we will check and highlight the return route on our navigation charts on the left and also plot it out on a plotting chart, South America in this case, seen on the right. Plotting charts don't have as much airway detail as a nav chart will. Plotting charts are primarily used to get "the big picture" plus they contain better latitude and longitude lines to plot out weather or turbulence areas easier. When done we head out to the aircraft and do it all over again.
While showing just some of the high points, this along with the other two posts, should give you a little better idea of what my former day(night) job for the last 14 years flying 767's internationally consisted of and what kept me out of the tool shed at times. After 27 years with Continental, Air Mike and now United, some parts of it I'm going to miss no question, but then there are the
other parts.......well those, not so much.
Yup, you guys know me, I'm a team player so if I'm retired I'll do it to the very
best of my ability......along with a little help from that young lady next to me of course!
Still retired and loving it Thomas
Do you think you might be able to retrieve the bag sitting on the forward landing gear?? 
The fun continues on all you and Chris enjoy. 
