WestJetForLife From Canada, joined Jun 2005, 814 posts, RR: 2 Posted (6 years 1 month 1 week 3 days 16 hours ago) and read 7231 times:
Hi, all.
I have a question about type-ratings in the 737 series.
Is it possible for 737-rated pilots to fly all types of the 737 (eg. a pilot can fly both a 737-200 and a 737-700), or are you just strictly considered a 737-200 or 737-700 pilot.
HighFlyer9790 From United States of America, joined Jul 2005, 1236 posts, RR: 0 Reply 1, posted (6 years 1 month 1 week 3 days 16 hours ago) and read 7215 times:
There are some aircraft that have a "common" type rating, meaning you are "certified" for both types. In the case of the 737, the NG series are considered a common type, i.e. the 600/700/800/900. The "classic 737s are a separate type rating to the NG series, but are the 100/200 are common and the 300/400/500 are common, if im not mistaken. i am not positive about the classics, but i do know the NG series is one.
other common type ratings:
A318/319/320/321
A330/340 (although training is required to move to the A340)
757/767
highflyer
Professional people mover. A to B. CL-65 Type; CFI/CFII/MEI/AGI/IGI
WestJetForLife From Canada, joined Jun 2005, 814 posts, RR: 2 Reply 2, posted (6 years 1 month 1 week 3 days 15 hours ago) and read 7201 times:
Oh, so if WS still had their 737-200s around (pity they retired them last year), then they couldn't use the 737NG pilots to fly the 737-200s?
I read somewhere that a WN 737 pilot flew legs in the 737-300, along with the 737-500 and -700. Is this because the 737-700 cockpit can be designed to have a layout like a 737-300/500 cockpit?
HighFlyer9790 From United States of America, joined Jul 2005, 1236 posts, RR: 0 Reply 4, posted (6 years 1 month 1 week 3 days 14 hours ago) and read 7181 times:
o of course! how could i have mislead myself!
the 737 is only ONE type rating, but there is training to transfer to the NG series....
Professional people mover. A to B. CL-65 Type; CFI/CFII/MEI/AGI/IGI
Movingtin From United States of America, joined Oct 2006, 183 posts, RR: 0 Reply 6, posted (6 years 1 month 1 week 3 days 3 hours ago) and read 7091 times:
Quoting WestJetForLife (Reply 2): Is this because the 737-700 cockpit can be designed to have a layout like a 737-300/500 cockpit?
The the Primary Flight Display (PFD) can be programed to any configuration an airline wants, so SWA has their displays showing individual instrument displays instead of a combined display.
Jetlagged From United Kingdom, joined Jan 2005, 2452 posts, RR: 17 Reply 7, posted (6 years 1 month 1 week 3 days 3 hours ago) and read 7090 times:
Quoting Movingtin (Reply 6): The the Primary Flight Display (PFD) can be programed to any configuration an airline wants, so SWA has their displays showing individual instrument displays instead of a combined display.
To paraphrase Henry Ford, any configuration you want as long as it's on Boeing's list.
Southwest opted for this to reduce the differences training required when converting from the Classic to the NG. I personally think the better information display in the PFD format provides is worth the extra training, but then again Southwest has a lot of pilots to be trained and the bean counters rule.
The glass isn't half empty, or half full, it's twice as big as it needs to be.
Pilotaydin From Turkey, joined Sep 2004, 2498 posts, RR: 50 Reply 8, posted (6 years 1 month 1 week 2 days 20 hours ago) and read 7035 times:
there are a certain number of differences that need to be covered, such as pack operation on ground, APU inflight bus powerage, and also a couple of new systems onboard the 737NG such as the EEC and the GPS, although we do not use the GPS it is onboard and enables VNAV and LNAV approaches into tricky airports....
aside from that nothing much is different, the engines have autorelight and also have certain protections during startup....difference training is just 8 hours with one checkride at the end...
The only time there is too much fuel onboard, is when you're on fire!
SansVGs From United States of America, joined Mar 2007, 190 posts, RR: 0 Reply 9, posted (6 years 1 month 1 week 2 days 20 hours ago) and read 7033 times:
Quoting Jetlagged (Reply 3): AFAIK, there is only one 737 type rating. Differences training is all that is required to switch from one version to another.
The FAA type just says "737." But is it different in Europe? In the back of Flight International there are many job postings for pilots with specific model designations.
Quoting Jetlagged (Reply 7):
Southwest opted for this to reduce the differences training required when converting from the Classic to the NG. I personally think the better information display in the PFD format provides is worth the extra training, but then again Southwest has a lot of pilots to be trained and the bean counters rule.
Supposedly (because the human brain is an analog instrument) we see trends on the dials better. A needle sweep is said to be easier to comprehend. Do you agree?
Winglets on a Falcon are "over-painting" a great work of art.
Jetlagged From United Kingdom, joined Jan 2005, 2452 posts, RR: 17 Reply 10, posted (6 years 1 month 1 week 2 days 15 hours ago) and read 6988 times:
Quoting SansVGs (Reply 9): Supposedly (because the human brain is an analog instrument) we see trends on the dials better. A needle sweep is said to be easier to comprehend. Do you agree?
Certainly, especially for engine indications. Pointer rate is the cue that is useful, but the ASI and altitude pointers don't actually move that fast (unless things are going very badly). However the PFD speed tape has a trend vector which makes it better than the old style fast/slow doughnut. The PFD/ND format is extremely informative and becomes second nature to read. The "poor relation" on the PFD is the VSI scale, that should be improved somehow.
The glass isn't half empty, or half full, it's twice as big as it needs to be.
Amtrosie From United States of America, joined Jan 2005, 274 posts, RR: 1 Reply 11, posted (6 years 1 month 1 week 1 day 21 hours ago) and read 6927 times:
Quoting WestJetForLife (Reply 2): Oh, so if WS still had their 737-200s around (pity they retired them last year), then they couldn't use the 737NG pilots to fly the 737-200s?
They are typed to fly all models of 737's. Many times their pilots would fly a NG in and take out a classic(300 or 500), or a Jurasic (200). It all was in the cockpit displays, so no cross-training was involved.
BAe146QT From United Kingdom, joined Sep 2006, 996 posts, RR: 0 Reply 15, posted (6 years 1 month 1 week 14 hours ago) and read 6772 times:
Quoting SansVGs (Reply 9): Supposedly (because the human brain is an analog instrument) we see trends on the dials better. A needle sweep is said to be easier to comprehend. Do you agree?
I absolutely agree with this.
I hope no-one minds if I go off-forum for a minute, but I have inlet temp, transmission oil temp and manifold depression guages on one of my cars. Under the conditions it is driven, it is important that I have that infomation *quickly*. A needle is far better at conveying it than an LCD number.
Geting back on topic, wasn't the engine vibration meter on the 737 redesigned after Kegworth for exactly this reason? I seem to remember that among other things, its visibility at a glance was a causatory factor in that crash.
Jetlagged From United Kingdom, joined Jan 2005, 2452 posts, RR: 17 Reply 16, posted (6 years 1 month 1 week 12 hours ago) and read 6761 times:
Quoting BAe146QT (Reply 15): Geting back on topic, wasn't the engine vibration meter on the 737 redesigned after Kegworth for exactly this reason? I seem to remember that among other things, its visibility at a glance was a causatory factor in that crash.
No, it remains as poor as ever. The report criticised the lack of prominence of the vibration indication, but nothing was done. The report also drew attention to the fact that vibration monitoring was now much more accurate than it used to be when high indications were often ignored if everything else looked OK. It stressed that crews should pay much more attention to high vibration indications.
The glass isn't half empty, or half full, it's twice as big as it needs to be.
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