Originally Posted by
rickair7777
Those are common types with differences (for pilot qualification purposes).
A few different switches and knobs, and some behind-the-scenes systems differences don't really alter the fundamental character of cockpit operations.
It seems to be assumed (reasonably IMO) that an EICAS system would so fundamentally alter the process for handling abnormals/emergencies that it would probably need to be a different type. Or if not, the differences training would be very substantial.
Even a common type with differences doesn't guarantee that an airline will be allowed by it's CMO to operate a single fleet, and not all airlines would necessarily want to. Even the CRJ 200 and 700/900 were operated as separate fleets by some airlines, even though it's all one type rating
Right... and that's what my question is. We retired the Classics earlier than forecast because the FAA wouldn't allow us to fly the NG, Classic and MAX 8. From my understanding, they said either NG and Classic or NG and MAX, but not all 3 at once, so facing that prospect of a split pilot group, we just retired the Classics. So I really wonder what will happen here.
I personally wouldn't think that to be that big of a difference to where the faults are listed, but this is well above my paygrade. I also think it's rather dumb that the FAA would make MAX 7 and MAX 8 so different to make them essentially a separate fleet.