12/1/2023 0 Comments Boeing 777 cockpit porter![]() ![]() I recently discover that new B777x has a flight deck almost equal to B787 (here a video) and not to previous generation B777 so argumentations explained so well in past answers are not suitable for this model. Ok, I surely understood those ones, even if I specifically cited examples like complete transformations of B737 flight desk in 40 years history (explained as well in the second answer, thanks to sort of "compatibility mode" for old pilots). "there is a huge disadvantage to drastically changing the cockpit when going from an A320 to the A320 NEO or from a B737-300 to the B737-700, or 737 NG to 737 Max, and that has to do with the existing fleets." This is often done with older aircraft to modernise equipment, especially in order to meet new regulations.Almost 3 years ago I posted this question, Why didn't the A330neo and A320neo share the cockpit of the A350?, and short answers were: For the older MD-90s in the earlier example, it can be economically viable for a 3rd party to develop a Supplemental Type Certificate (even without the input of the original manufacturer) to add their equipment to the aircraft. The more modern and complex the aircraft, the more expensive this process is, generally speaking. ![]() If the flight control computer for a Fly By Wire aircraft was being replaced with a new version, you can imagine there would be software changes, followed by flight testing and a lot of safety analysis to show everything worked as intended. The proof and justification will be proportional to the severity of the change. To modernise or replace some or all of a cockpit, even for a small part like a switch, the company that owns the TC has to prove to the regulator that all the safety and performance standards will still be met with the new (replacement) parts. All the development and testing includes a list of exactly what is installed and how it was tested to show that it is all safe to fly. Aside from the question of how the new cockpit elements would fit into the older plane, the most important factors are how it affects performance and safety in the eyes of the regulators, and whether this is worth doing from a cost point of view.Ī large transport aircraft has a Type Certificate (TC) from the regulator that oversees its development (FAA in the USA, EASA in the EU). The 767-400ER incorporates a new flight deck similar to that on the 777 (.) The overhead panels are largely unchanged ( Boeing). Therefore, there's little incentive for both the airline and manufacturer to go that specific way.įor different reasons (not one airline's order) the 767-400ER comes with a 777-style cockpit, including the big displays. Regarding the specific 777/787 example, the 787 shares a lot already with the 777, which reduces the cost of training a 787 flight crew if they're already type-rated on the 777. In a separate development, Douglas has also decided to provide Honeywell's flat panel displays for the recently launched MD-95 aircraft program. Saudi Arabian Airlines (Saudia) has specified Honeywell's 8-by-8-inch flat panel liquid crystal displays for its new McDonnell Douglas MD-90 airliners. Which Honeywell then supplied for the MD-95 (later renamed Boeing 717) as well. In 1996 Saudia ordered 29 MD-90s with MD-11-style cockpits from Honeywell, including the overhead panel. But whether the manufacturer agrees is up to them. I'll answer based on the one precedent I'm aware of.
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