Airline Pilot Central Forums - 737 MAX Thread Drift

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Quote:

Originally Posted by Gone Flying (Post 3993045)

just the FO side?

also who thought a touchscreen was a good idea?

no idea. Same thing with the composite cowl lips that has caused major hurdles in recent years. From my understanding it’s for EICAS implementation in order to access synoptic pages but that’s purely what I was told from folks in the training department with no confirmed source. Beats me mate.

Quote:

Originally Posted by Avgeek7248 (Post 3993056)

The MAX is a complete non factor to fly. It flies smoother, and there are a handful of differences about systems, starting and displays. Those are easily covered with CBTs and learned within a week or so.

Every other airline with both NG and MAX switches between each regularly, often within the same day, with no issues whatsoever.

Quote:

Originally Posted by Avgeek7248 (Post 3993019)

You still have to do the required MAX training which requires a sim session now. The MAX is actually quite different from the NG both how it flies and the functionality of the switches and buttons being slightly altered. Also the 10 coming with a touch screen FMC on the FO side.

I thought all screens were touch screens…

Quote:

Originally Posted by gloopy (Post 3993094)

I thought all screens were touch screens…

a320 all the screens are touch screens.

Quote:

Originally Posted by gloopy (Post 3993094)

I thought all screens were touch screens…

https://i.imgur.com/ieWsHR9_d.webp?m...fidelity=grand
Gloopy! It was you?!

Quote:

Originally Posted by Planetrain (Post 3993099)

https://i.imgur.com/ieWsHR9_d.webp?m...fidelity=grand
Gloopy! It was you?!

username checks out?

Honestly noticed minimal difference between the Max 8 and -800. The MAX was a smooth, quieter ride but besides that.

Quote:

Originally Posted by khergan (Post 3993076)

it was very common to fly a MAX and NG in the same day. Plenty of times we’d go from a -700 to a MAX9 one after the other. That being said their is very noticeable changes IMO from flying the MAX8/9 to a regular NG along the pitch and roll axis as well as switches in auto modes doing completely different things. Not a massive difference for the average line pilot who doesn’t have intimate knowledge of the systems but they are there. My original answer to HK was simply you can’t just spin the entire pilot group up rapidly to fly the MAX. The most logical way is to implement the MAX training during CQ which another poster stated. HK proceeded to tell them off as if they were clueless on the topic and brush it off as something that is nothing to worry about. I just wanted to clarify that it was not the case and that it would be prudent for the airline to qualify most pilots in the fleet early instead of getting caught with their pants down when the jet finally does show up. Which sounds like is slowly getting closer and closer.

oh. i thought it said 737 max schedule drift. never mind.

Put me in the camp of it’s literally almost the exact same. I came from Alaska and would switch between different jets in the same day, and never found it to be an issue.