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Airbus oldy now a 737 newby………help!

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Airbus oldy now a 737 newby………help!

Old 15th Nov 2021, 18:03
  #61 (permalink)  
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Join Date: Sep 2010
Location: U.S.A
Age: 53
Posts: 469
Originally Posted by Denti View Post
We had an auto callout of V1 on our 737s. It started at roughly V1 -3 kts so that it was finished by V1. Never heard that on the A320 though, is it available there as well?
Pretty much standard fit on late build 320/330, at least the ones I have flown. I suspect many operators dont pin the auto callout for various reasons. Fear of change is a big one!

Originally Posted by Uplinker View Post
Doors with automatic girt bar engagement that does not require physically reaching down and clipping the girt bar in and out of brackets on the floor.
I must admit this is one of the more surprising things about the lack of progress made by Boeing when producing the 737.

Originally Posted by FlightDetent View Post
This so-far unnamed operator sounds like a bunch of bright minds who might insist on blanking the VNAV button, dis-allowing the use of auto-throttle, requiring round dials on NG to mimic TOS., and brutalize the anabolic MAX into operation with no differences training
Mmmm, sounds like an accurate description of WN. No, we are not that bad but there is a definite distrust of automation and in several cases clearly the result of habits formed while operating older gen jets.

Originally Posted by Alt Flieger View Post
Its really not that hard unless your brain has been completely fried by Airbus.

If you are really lucky you will have an NG with a HUD. Embrace it if you do. Best thing since sliced bread !
We have completed our sim portion and I must say in the final session or two, we really started to act like Boeing pilots. I was a little concerned that I would not be able to adapt to the different thinking and hand flying skills required to make the change however it turns out it was all still there.

Intellectually I frown at the 737, its sad that a few large operators have been so instrumental in holding Boeing back from employing technology they clearly have (787,777)

BUT, I am very happy that I have made the change and I cant wait to fly it.
oicur12.again is offline  
Old 22nd Nov 2021, 19:20
  #62 (permalink)  
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Join Date: Sep 2010
Location: U.S.A
Age: 53
Posts: 469
Hi all,

I was wondering if any pilots out there expert in ETOPS could provide some guidance regarding ETOPS diversion policy.

My previous type listed several system failures that would preclude flight beyond the ETOPS entry point.

I have not found a similar list of systems in any of our Boeing manuals.

For example, a generator failure in flight does not require you to land at the nearest suitable airport. You can continue trucking along the country for the entire flight.

However, you cannot be dispatched with this same failure on an ETOPS flight. Its a pretty obvious example and I think we all know what to do in this particular circumstance.

But, for lesser systems that are not so obvious, does Boeing provide guidance as to whether proceeding into an ETOPS area should or should not occur?

Cheers in advance
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Old 22nd Nov 2021, 20:16
  #63 (permalink)  
 
Join Date: Oct 2009
Location: Australia the Awesome
Posts: 363
G’day oicur,

EDTO (ETOPS) is a planning exercise in probability and risk management written specifically by your company and aircraft type.

So, pre flight, if you already have failures, ie: Generator U/S, then you are already at a reduced redundancy point. The same for the weather/aerodrome, any issues pre flight can count them out.

Once airborne in a serviceable aircraft, with good enough weather, and enough approach aids, the probability of a failure that requires a diversion, ie: Land ASAP/ Land at nearest suitable, is considered using all the data collected over the years of previous operations.

For example, you are approaching you ETOPS entry point, you lose a GEN, start the APU, and continue. The probability of losing another GEN is extremely low.

So from my time on the 787, if it’s “Land at Nearest Suitable” in RED, then it’s time to divert, if it’s in Amber, continue.

I hope that helps.
Roj approved is online now  
Old 22nd Nov 2021, 23:21
  #64 (permalink)  
 
Join Date: Jul 1999
Location: UK
Posts: 155
When I flew the 767 on ETOPS you could dispatch with a generator u/s ( engine driven or APU) with a reduction from 180 minutes to 120 minutes
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