737-300 & 737-700 Differences
landing
Guest
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Pete,
I just converted from -300 to -800 4 month's ago. Here are some of the main differences:
Flightdeck, apart form the display's is identical to that of the -300 series, sytems that hide behind the switches are a lot different though. For instance 2 batteries i.s.o. one, completely different, and much more reliable electrical system. Better and more powerful APU i.e you can use two aircopacks on the ground.
MCP and AFS are exactly the same, except for some speed limiting and reversion differences.
These are just a few examples. The thing that struck me the most was the noise in the cockpit. Despite higher cruising speeds. ( M 0,8 against M 0,74 ) it's much quieter in the NG office. Seems to be because of newly designed rivets and better insulation.
To my knowledge the flight controls are identical. ( One more spoiler panel and leading edge slat because of longer wingspan ).Displays are the best, LCD 777-style and very easy to read even during sunny conditions.
Apart from all of this. In the beginning, it's a bastard to land. Especially with flaps 40. Approach speeds are also much higher. For a 66 ton -800 with flaps 30 around 150 knots VREF. With max wind correction that means 170 knots FAS!!
Hope this gives you an idea.
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Track
I just converted from -300 to -800 4 month's ago. Here are some of the main differences:
Flightdeck, apart form the display's is identical to that of the -300 series, sytems that hide behind the switches are a lot different though. For instance 2 batteries i.s.o. one, completely different, and much more reliable electrical system. Better and more powerful APU i.e you can use two aircopacks on the ground.
MCP and AFS are exactly the same, except for some speed limiting and reversion differences.
These are just a few examples. The thing that struck me the most was the noise in the cockpit. Despite higher cruising speeds. ( M 0,8 against M 0,74 ) it's much quieter in the NG office. Seems to be because of newly designed rivets and better insulation.
To my knowledge the flight controls are identical. ( One more spoiler panel and leading edge slat because of longer wingspan ).Displays are the best, LCD 777-style and very easy to read even during sunny conditions.
Apart from all of this. In the beginning, it's a bastard to land. Especially with flaps 40. Approach speeds are also much higher. For a 66 ton -800 with flaps 30 around 150 knots VREF. With max wind correction that means 170 knots FAS!!
Hope this gives you an idea.
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Track
Guest
Posts: n/a
Flight deck mainly as I suppose the big bits are mainly the same.
Because of it, the -700 climbs with a higher ROC, has a much higher service ceiling, cruises faster, and flies further than the -300 under comparable GW conditions.
Quite some difference, no?
Stamatis
[This message has been edited by Stamatis (edited 11 October 2000).]
Guest
Posts: n/a
Most of the big parts were covered above.
I am cross qualified on the 200/300/500/700 models.
I think the biggest shift is the mentality that you are flying a computerized aircraft. The 200 was steam powered the 300 was digital but the 700 is computerized.
Example....I had a Feel diff light come on in cruise. A/B were not providing the same pressure to the rudder PCU right??? No I was told to do a light test (turn all the annunciaters on) and that tested the circuitry for the computers to their respective source....huh. Worked and we had the feel dif system checked on landing to make sure (grounded it).
Its a different kind of airplane...next generation is the best description.
I am cross qualified on the 200/300/500/700 models.
I think the biggest shift is the mentality that you are flying a computerized aircraft. The 200 was steam powered the 300 was digital but the 700 is computerized.
Example....I had a Feel diff light come on in cruise. A/B were not providing the same pressure to the rudder PCU right??? No I was told to do a light test (turn all the annunciaters on) and that tested the circuitry for the computers to their respective source....huh. Worked and we had the feel dif system checked on landing to make sure (grounded it).
Its a different kind of airplane...next generation is the best description.
Guest
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Well gents:
Maybe it if different in the newer B737s but on the -200 according to Boeing (and they probably should know) the FEEL DIFF PRESS light is and I quote
"Armed when the TE flaps are up. Illuminated (amber) - indicates excessive differential pressure in the elevator feel computer"
According to my study notes this is the case for ADV aircraft only on the -200 BASIC there is also a rudder feel input which has been eliminated in the ADV.
Like I say maybe it is different on the -300 and up but since I only fly the "Truckasaurus Rex" I cannot comment. So it looks like ADUBI is right :-)
Cheers
Canuck
Maybe it if different in the newer B737s but on the -200 according to Boeing (and they probably should know) the FEEL DIFF PRESS light is and I quote
"Armed when the TE flaps are up. Illuminated (amber) - indicates excessive differential pressure in the elevator feel computer"
According to my study notes this is the case for ADV aircraft only on the -200 BASIC there is also a rudder feel input which has been eliminated in the ADV.
Like I say maybe it is different on the -300 and up but since I only fly the "Truckasaurus Rex" I cannot comment. So it looks like ADUBI is right :-)
Cheers
Canuck
Guest
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For the NG:"The FEEL DIFF PRESS light illuminated indicates significant differential pressure in the elevator feel computer. No crew action required in flight."
If EFS installed it can also come on if the EFS module has been erroneously activated.
If EFS installed it can also come on if the EFS module has been erroneously activated.
