So when you have an aircraft with several thousand airframes already in the market, with all the pilots trained on that aircraft, all the spares for that aircraft, there is a strong incentive to keep the same type. Of course there WILL be parts that change (otherwise it would be the same aircraft!), but the more flight-essential components are common, the better. No need to start stocking spares for different types all over the place. Having a stock of parts (and associated procedures) that can be used for any plane of the same type is a huge plus. Parts are replaced on aircraft every single day. So they tried to make the 737 Max behave like the previous 737s even though, given the positions of the engines, it didn't really, which brought them to introduce the MCAS system, which itself made things even more different. This is actually one of the root causes of the 737 Max debacle: Boeing wanted the new aircraft to be the same "type" as the previous models (which were the same as the previous one, and the one before), because airlines wanted that as well. If a new aircraft is not the same "type", then pilots need a lot more training to be certified on that new aircraft. A pilot certified on a given "type" can fly any plane of that type, with (sometimes) just a little bit of additional training to cover the (supposedly) few differences between various aircraft of the same type. Not quite sure this is the actual reason, but you have to consider why they keep things the same (or not).
Every day of training costs them a lot of money. As explained to me by a United rep, when one senior captain retires it generates 10 to 15 training requirements as crews move up in the system.
#787 flight deck photos software#
So ultimately, the 777X is operationally similar to both the 777 and 787 while the hardware and software infrastructure follows the 787. It uses the same basic open architecture and also follows the tenet of minimal changes that will require crew training. So now with the 777X, the hardware is an evolution of what's in the 787. While a keyboard and a window on a widescreen display looks different from a control and display unit (CDU), the key functions and display behave the same. I can say with authority that in the 787 design our overriding directive was to make it look and behave like the 777. The result of that platform change is why the flight decks look so different and that's what you see in the videos. So the big change with the 787 was moving from the Honeywell AIMS and A629 based network to the Collins/GE A651 and A653 based Common Core System and A664 based network. These are driven by the hardware and system architecture.
#787 flight deck photos upgrade#
On the support side, there was a push to greatly reduce maintenance and upgrade costs. The design shall require a maximum of 5 days transition training for 777 pilot with a goal of 1 day.
The stated goals for the 787 from Boeing were fairly straightforward. I worked for a supplier to Boeing for the 787. What is different is the hardware platform(s) that are used. The reality is that the 777X is not all that different from the 777 when considering cockpit procedures or 'user interface'. Generally it seems that Boeing is "more courageous" in their updates than Airbus that seems more traditional (I am an Airbus fan but in this case, this seems the truth).Īnybody knows why B777X is so different from the original model, considering that efficiency seems increased of about 15%, something like difference between A330 and A330neo, or A320 and A320neo that share more things with original models? 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." 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:
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