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737 Max cockpit upgrades

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737 Max cockpit upgrades

Old 24th Jul 2014, 11:38
  #41 (permalink)  
 
Join Date: Mar 2007
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Some really interesting points above, thanks.

My 5p worth.....

There's confusion on the line between the PM scan (the after t/o checks) where the first item is "set/verify engine bleeds and verify ac packs are operating". And the after t/o checklist, that reads Engine Bleeds ON, Packs AUTO, etc.
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Old 24th Jul 2014, 13:49
  #42 (permalink)  
 
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An operator always has the option to establish their own procedures, which may or may not differ from manufacturer's recommendation. FCOM is not a bible, it's a guideline.
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Old 24th Jul 2014, 15:21
  #43 (permalink)  
 
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Push buttons have a short life span, those pesky switches last forever.
We've also had occasional issues with those push button switches unilaterally changing state - a very rare problem with toggle switches.
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Old 24th Jul 2014, 16:22
  #44 (permalink)  
 
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Meh, is anybody seriously surprised? It would be a mammoth task to fit a central warning computer or whatever Boeing would call it into the 737 to replace the ancient master caution annunciator... If they manage to improve the airflow in the cockpit (I don't need my neck and forehead ventilated, thank you very much), perhaps make it another smidgen quieter and throw in a multiscan radar as standard I'd be happy to go back to the 737
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Old 25th Jul 2014, 22:38
  #45 (permalink)  
 
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Additionally those costs of fitting in a central warning system computer could be voided if properly used and installed Class 2 or 3 EFB would be used.

Checklist applications exist which can sense the aircraft's data bus and act thus similarly to those expensive warning systems and on a much cheaper and flexible scale... We could keep the master caution without a problem and use it properly.
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Old 30th Jul 2014, 11:36
  #46 (permalink)  
 
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Thats exactly the problem - there is no central airplane bus! All you have are discretes, dozens and dozens of wires that either have a voltage on them or not...
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Old 30th Jul 2014, 12:16
  #47 (permalink)  
 
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FCOM is not a bible, it's a guideline
While that may true, nevertheless if you choose to deviate from the manufacturers recommendations published in the FCOM and FCTM, then the pilot and operator leaves himself wide open to searching questioning by the legal fraternity in the event of an incident.
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Old 30th Jul 2014, 22:06
  #48 (permalink)  
 
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Say what you want, not a day goes by that I don't enjoy flying my "old school cockpit" 737NG that still requires piloting skills. Trim wheel, manual generator engaging, manual reversion, I'll take it any day of the week and twice on Sunday.

Long live the FLUF!
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Old 31st Jul 2014, 00:49
  #49 (permalink)  
 
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Please give the cabin crew the ability to control the cabin temperature!!
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Old 1st Aug 2014, 01:49
  #50 (permalink)  
 
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With the NG having no round ammeters above the bus switching panel, I wonder if the MAX might finally see the scalloping removed.

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Old 1st Aug 2014, 02:22
  #51 (permalink)  
 
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From a non 737 driver, please tell me the above panel is not from an NG, it looks ancient! Aircraft from 30 years ago looked more organised and modern!
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Old 1st Aug 2014, 05:15
  #52 (permalink)  
 
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Hahaha, i miss that overhead panel... I can actually do things myself, take readings, switch generators and bleeds regardless of system logic...

Had a chance to fly a few circuits in the old MD80 sim in Rome, now THAT is an oldschool overhead - somebody just threw switches and dials into the air and saw what stuck
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Old 2nd Aug 2014, 15:28
  #53 (permalink)  
 
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Indeed, that is an NG overhead and it may be ancient but I love OLD SCHOOL!!

4500hrs on the old Super 80 and that may be one aircraft I like even better than the NG!
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Old 3rd Aug 2014, 01:36
  #54 (permalink)  
 
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Alloy......too complicated for you bud? Have you taken a look at an Airbus overhead panel compared to the 777?
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Old 3rd Aug 2014, 02:28
  #55 (permalink)  
 
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Pressurization check is simple and easy to remember if you are a US pilot and do any home improvement work -

1x3
2x4
4x10

Differential x altitude.
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Old 3rd Aug 2014, 04:28
  #56 (permalink)  
 
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Thumbs up

Old but very easy to operate.

Old school rules.
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Old 3rd Aug 2014, 11:53
  #57 (permalink)  
 
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'Indeed, that is an NG overhead and it may be ancient but I love OLD SCHOOL!!

4500hrs on the old Super 80 and that may be one aircraft I like even better than the NG! '



Only an American airlines pilot could call the MD80 'super'
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Old 3rd Aug 2014, 12:35
  #58 (permalink)  
 
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The only thing boeing need to change on the max vs ng,efis is to add the extra equipment as standard (extra servos, 3 axis auto pilot, whatever it need) so we can use the AT with one engine inoperative. The rest I dont care.
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Old 3rd Aug 2014, 18:57
  #59 (permalink)  
 
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You can have that on the NG already. Although only during approach below 1500ft and during go around until another lateral mode is selected.

Yup, it is not standard, but apparently it is not a big issue for operators and honestly pilots alike.
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Old 3rd Aug 2014, 19:48
  #60 (permalink)  
 
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Used to fly the 737 and now on the Airbus and would hate to go back to the 737.

Can't understand all you folk that love the tractor, I guess it's a bit like people that drive around in classic cars.

I feel really sorry for the Monarch guys n gals
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