I mean the extra servos so when you use the AT and the AP with one engine you dont need to manually change the rudder trim every time you change your power settings. Trust, adjust rudder, trust, rudder. Its 2014 please. Is the only thing I hate of the 737. Beside that is a wonderfull plane, easy to operate, very good performance (the 700 series).

Regard the overhead panel I am so used to it that I dont care. I flew the 200, the 300, 500, 700 and 800, so is the same to me if they change it.

On. Not fly.

There you have it.

@7Q: as i said, that is already available. Just not for all phases of flight. It is required for OEI CAT III approaches. I believe full thrust asymmetry compensation is only available on FBW boeings.

Not available in my company aircrafts. You still need to apply rudder trim with one engine every time you change power setings. Like the old 200. Fail pasive.

I know what you mean denti, the thing is some airfraft have that feature available for some phases, but some not. Its optional. I mean it should be something standard for all phases for a modern aircraft. Not just for fail op aircraft and not just for some phases.

....Whilst we are at it, can anyone remind me the name of those Boeing detachable cockpit lights that were on a flexible coiled chord, and could be swapped from a white to red lens?

The rumour was that Boeing had such a huge store of these lights that they were fitted on every model from the B17 to the 744 ( retired before the 748 ) Have to say, they did have a bit of a 1940s look about them....

Wander lights....?

If he means the wonder light, is he aware that rotating the lens changes colour from white to red? No need to change colour of lens...

'...Whilst we are at it, can anyone remind me the name of those Boeing detachable cockpit lights that were on a flexible coiled chord, and could be swapped from a white to red lens?'



That's a Grimes light.

Get rid of the "Area of Responsibility" concept. It is far too complicated depending who is PF for the leg, whether the aircraft is stopped or moving on the ground etc. Make the captain responsible for starting the engines and not splitting who operates the start levers and who operates the start switch. On the -200 the captain did both and then for some unknown reason Boeing thought that was too complicated for the captain to do both actions and changed the checks to share the starting.

Go back to the original concept of checklist operation. One pilot challenges and the other responds. Not like now where one pilot challenges himself and responds to himself while the other pilot observes. Except on most occasions the observing pilot does not observe because he is too busy fiddling with the FMC or scratching himself under the lap strap while looking out of the window waiting for his turn to respond.

One reason the FO starting the engines is pecause of the introduction of power push units. This requires that the Captain provides the steering input on the pushback.

Centaurus, c100driver is correct about the captain's input.
Furthermore if FO ALWAYS would start engines then captain can concentrate fully on pushback, monitor FO and possibly use hand signals without having hands on engine start levers etc.

Personally, the philosophy of handing over controls in some LCC's is too complicated, handing over control before taxi introduces this. Simply take LHS/RHS responsibilities from before engine start/push back and thus as per Boeing FCOM Master document and it would be a lot easier.

What to change?

The cockpit is way to noisy. Give us the possibility to close the air outlets in the ceiling. The same with the side outlets. The whole nose should be redesigned.

The warning system is simply outdated. The six pack is a jurassic design and half the time one or the other light is not working when it is pressed. You need to press and wiggle the bl...y thing to get the lights to work. Boeing bought MD. Helios would never have happened with a MD 80 warning system.

The overhead panel is embarrasing. It works, but that is all. If SWA is telling Boeing to keep it, tell them to f off. What will they do, buy A 320 and retrain all pilots, or give the pilots a short difference course?

The check list for the aircondition/pressurisation system was changed not after Ryanair got it wrong (more than one time), but after a number of B 737 operators got it wrong. That pretty much stopped after the check list changed. The panel is not easy to read.

Have Boeing modified the spoiler system so it will retract automatically if you advance the throttles?

It don't feel the need to trim, trim, trim every time i move the thrust levers. And don't get me started on that idiotic speed trim system.

The Max does not impress me so far. I hope I don't have to fly it.

The Max design doesn't impress me and I will have to fly it.

That said I do love flying the current NG over the special needs Jet. Perhaps the continuation of the arcane technology will keep us in piloting jobs for many years to come. But can't understand why they would not replace so many stone age bits

c100driver,

Unless my company are doing "non-Boeing" (which I doubt) the FO merely commences the start sequence by selecting the start switch, for the rest of the start the Capt is expected to select start lever/monitor parameters etc. . . & steer the aircraft whilst responding to the driver of the Tana . . . . so, not so clever after all.

Personally, using these tugs I always waited till "Parking Brake Set & Goodbye" before doing anything involving engines. . .but , then again, I never did single engine taxi either (horrified to see Easy Jet doing it all the time on the Bus . . . hate it myself. )

One would never know if an Airlines FCOM was "Boeing" or "non Boeing" unless you have access to the original Boeing documents for your fleet specification. Almost all airlines customise their FCOM's to how the current Chief Pilot thinks it should be done.

Our entire Boeing Fleet from B737 to B747 (5 different types) the FO starts the engines so the Captain can manage the operation, however we are by no means "Boeing 100%". How far each type is away from "Boeing" I am not aware of but that is how my airline operates.

Captplaystation
 

I did read somewhere that the start switches will change to STOP RUN START which makes sense now that the engines are FADEC control and aircraft fitted with the auto function do not require any engine start switch selection change prior to selecting TAI, although cut off will still be manual with fuel lever, not that its needed as such if you have a STOP selection.

And PLEASE modify the aircon system to give the selected temp, not 70 degrees C when the cabin is cold. And I don't want to adjust the temp all the time.
My car does a better job than a 737 NG.

7q

Don't move the thrust lever then....

Those Grimes lights.....
 

....Thanks, Stilton. That saved me from trawling through old manuals buried in the attic. I remember as a co-pilot on detachment with Americans over 40 years ago, someone who flew B17s from England during WW2 said our 707 grimes lights seemed identical. Wonder if the 787 still has them......

You're welcome, don't know about the 787 but we have them on our 75 and 767's.



They are handy I agree, I could use one in my car :)



We had them on our B727's as well and I wouldn't doubt they were in the B17..