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AirTran/Southwest 737 Cockpit Differences?  
User currently offlineBR715-A1-30 From , joined Dec 1969, posts, RR:
Posted (9 years 7 months 6 days 17 hours ago) and read 5482 times:

Do Southwest and AirTran have totally different Avionics Programs installed in their 737-700s.

I was reviewing some photos and noticed the screens are totally different.


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Photo © 737doctor
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Photo © Justin Cederholm



Input would be greatly appreciated.

Also, How many different Avionics programs are available to the 737s.

13 replies: All unread, jump to last
 
User currently offlineBnatraveler From United States of America, joined Dec 2003, 410 posts, RR: 2
Reply 1, posted (9 years 7 months 6 days 17 hours ago) and read 5373 times:
AIRLINERS.NET CREW
FORUM MODERATOR

Every airline has the opportunity to customize a number of items about their specific planes, be the Airbus or Boeing. Any 700 that was factory-delivered to Southwest (and not via a direct lessor, e.g. ILFC or BCC) is given the model number 737-7H4. Any 700 that was factory-delivered to Airtran (not via a direct lessor) is given the model number 737-7BD.

I know (and you can search these forums for specifics) that Southwest has been reported to have requested that their EFIS cockpit displays on the 700 be made similar to the gauges present on their 300s to minimize the conversion training necessary for their pilots.

Airtran's first 737 (Classic or NG, excluding their early -200s) is one that has a glass cockpit. I would imagine that they are more free to use the newest displays, etc. since any pilot going from the 717 to the 737 would already have to have extensive training.


User currently offlineBR715-A1-30 From , joined Dec 1969, posts, RR:
Reply 2, posted (9 years 7 months 6 days 15 hours ago) and read 5341 times:

What gets me is that WN has their 737 cockpits like the other 737 operators... FL is the only different one I have noticed... Are they trying to make their 737s common with the 717s, and if those 737s were sold, what would the buyer have to do to change the programming?

User currently offlineAvionicMech From United Kingdom, joined Jan 2005, 315 posts, RR: 3
Reply 3, posted (9 years 7 months 6 days 15 hours ago) and read 5338 times:

The airline identifier of an aircraft does not necessarily mean that the airline owns the aircraft it is just the spec that it has been built to. For example BY aircraft are designated -?04 but even these can vary quite a lot in their equipment on board and are also not all owned by Britannia, about half of them are leased from various different companies such as ILFC yet still have been factory delivered to us.

One of our 757's left the fleet and went to Air Holland for a while so the EFIS system was modified for them to have a slightly different layout such as a fast/slow indicator instead of the speedtape along with a few other items. Many other systems can have the same hardware installed but just be wired up slightly different and appear completely different to the crew as shown in the above pictures. But I cannot comment on the Airtran and Southwest differences as I have only ever worked on the 737's we maintain such as Britannia and Neos.

Regards

Avionic Mech


User currently offlineAvioniker From United States of America, joined Dec 2001, 1109 posts, RR: 11
Reply 4, posted (9 years 7 months 6 days 13 hours ago) and read 5286 times:

One may configure the display virtually any way their little heart desires. Some of it is done via pin programming (did I say VIA?) and some of it with software programming. It is a function of what the pilots and management agree on. The FL displays are almost the Boeing Standard with few deviations or options selected. IF an operator desired to make the displays identical with the 717, except for the center lower display, that would be entirely within the realm of possibility.
The 717 does come with more standard variables for the crew to play with, however. The 737 doesn't have as many components to break down with the corresponding assumption that it's less expensive and the reliability is enhanced with fewer parts.

 Smile/happy/getting dizzy



One may educate the ignorance from the unknowing but stupid is forever. Boswell; ca: 1533
User currently offlineBarney Captain From United States of America, joined Nov 2001, 936 posts, RR: 13
Reply 5, posted (9 years 7 months 5 days 19 hours ago) and read 5164 times:

Hey, any FL guys,

I was looking at your O2 masks. They appear to be completely different from the old "alien" style that we at WN have. I am curious if they are the full-face type with the integrated smoke mask. I've never liked the idea of having to mess with the mask/smoke goggle arrangement, but didn't think this was an option on the 737.....

Thx



...from the Banana Republic....
User currently offlineDL_Mech From United States of America, joined Feb 2000, 1937 posts, RR: 9
Reply 6, posted (9 years 7 months 4 days 15 hours ago) and read 5059 times:

Yes, those masks are the full face type. We are retrofitting all of our a/c with the new type.


This plane is built to withstand anything... except a bad pilot.
User currently offlineBarney Captain From United States of America, joined Nov 2001, 936 posts, RR: 13
Reply 7, posted (9 years 7 months 4 days 3 hours ago) and read 5011 times:

Thanks DL,

I wasn't aware that the full masks were available for the 737. Having first hand knowledge of donning the mask/goggle contraption while the cockpit filled with smoke, I can appreciate the advantages. Based upon your input, I've already submitted a recommendation to our Flight Safety Department for consideration. Thanks again for the professional input.

BTW, welcome to my respected users list.

[Edited 2005-01-27 11:33:43]


...from the Banana Republic....
User currently offline2H4 From United States of America, joined Oct 2004, 8955 posts, RR: 60
Reply 8, posted (9 years 7 months 3 days 9 hours ago) and read 4955 times:
AIRLINERS.NET CREW
DATABASE EDITOR

Barney Captain,

Assuming you never actually spot flames, does smoke in the cockpit automatically fall under the category of "inflight fire" in terms of NTSB 830 notification? I'm wondering because it could be argued that where there's smoke, there's fire.

Thanks in advance for any info.  Smile


2H4



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User currently offlineBarney Captain From United States of America, joined Nov 2001, 936 posts, RR: 13
Reply 9, posted (9 years 7 months 3 days 8 hours ago) and read 4950 times:

2H4,

Good question, I wish I were more certain of the answer. As far as reporting the incident, we simply fill out the irregularity report, submit to our Chief Pilot, and from there, they make all the necessary notifications. But you are absolutely correct, wrt how the situation is handled while airborne, it is treated exactly as if there WERE a fire. The checklist in fact is entitled; Smoke/Fire/Fumes in the Cockpit. You can see it makes no distinction between the three conditions, you treat them all the same.

As it turned out, our condition was a gasper fan motor that decided to take an unscheduled early retirement. Really no big deal as the checklist directs you in one of the first troubleshooting steps to turn it off and see if the smoke clears. We did and it did. Even still, it was pedal to the metal until we were safely on the ground, if you get my drift.  Big grin



...from the Banana Republic....
User currently offline2H4 From United States of America, joined Oct 2004, 8955 posts, RR: 60
Reply 10, posted (9 years 7 months 3 days 8 hours ago) and read 4948 times:
AIRLINERS.NET CREW
DATABASE EDITOR

Even still, it was pedal to the metal until we were safely on the ground, if you get my drift.


Oh, I get your drift, alright. I had a landing light switch short out in a 172 a couple of summers ago. There was a steady stream of electrical smoke flowing from underneath the panel, and I burnt my finger when I went to shut it off. The smoke never did stop, but luckily the 140 knot approach speed got me home in time.

Rolled the trucks when I was 6 miles out, and beat them to the runway.  Smile


2H4



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User currently offlineBarney Captain From United States of America, joined Nov 2001, 936 posts, RR: 13
Reply 11, posted (9 years 7 months 3 days 4 hours ago) and read 4937 times:

Nicely handled. BTW, I absolutely LUV the picture in your profile. I look forward to some day flying with you in that machine. All the best with your flying endeavors.

God Speed



...from the Banana Republic....
User currently offlineWing From Turkey, joined Oct 2000, 1563 posts, RR: 24
Reply 12, posted (9 years 7 months 3 days 4 hours ago) and read 4937 times:

The picture on the left side is called EFIS/MAP configuration.The one in the right is called PFD/ND configuration.They both represent the same information in a little different way to meet the fleet configurations of the airline.
If an airline has the older models of the 737 EFIS/MAP is an option for the airline since its almost identical with the older planes.(My airline was operating 737 400s along with the 800 so they chose this layout,it was easier to adjust after flying -400 one day and the -800 next day)It also reduces pilot training costs.

PFD/ND configuration is also identical with the 777,its a good option for fleet commonality for the airlines operating both types.



Widen your world
User currently offline2H4 From United States of America, joined Oct 2004, 8955 posts, RR: 60
Reply 13, posted (9 years 7 months 2 days 19 hours ago) and read 4914 times:
AIRLINERS.NET CREW
DATABASE EDITOR

Thanks for the kind words, Barney Captain. I'll be there ASAP.  Smile


2H4



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