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
You go from seeing a master caution, looking at the recall/annunciation lights to see which panel on the overhead to look at and calling for the appropriate QRH checklist, to seeing a master caution, reading the EICAS msg on the upper DU to calling for the for the correct QRH check list. One less step, DONE differences training complete.
Originally Posted by
mulcher
I believe they also used the Max7 as a test plane to bring the Max8 back into service after it was grounded.
They did. The video is on Utube of the flight with a big 7 on the tail.