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03-16-2025 | 11:03 AM

#81

JackpotAir

On Reserve

Joined: Jan 2022

Posts: 70

Likes: 9

Quote:

Originally Posted by symbian simian

Did 12-to-life on the bus at NK, now on the 737. Flew the bus like it was a Boeing, AP/AT/FD off whenever I could, both for T/O & LND. Hate the non moving stick/thrust lever. A should definitely have done better with that aspect of the design. But the 737 not getting EICAS with the NG (LG?) was a huge mistake by B. The FAA letting B certify the MAX without it was a huge mistake from the FAA. And the current situation where the 7 & 10 can't fly is the direct result of that mistake by B 30 years ago.

And I am sure the ACA is lobbying in favor to resolve any problems the FAA has with the 737

12-to-life.

Such a wierd way of saying “I enjoyed my seniority, day trips, and flying new ‘Buses.”

03-17-2025 | 09:51 AM

#82

ReadOnly7

Slam-Clicka

Joined: Dec 2019

Posts: 1,570

Likes: 85

Quote:

Originally Posted by JackpotAir

12-to-life.

Such a wierd way of saying “I enjoyed my seniority, day trips, and flying new ‘Buses.”

…until the business model failed so terribly that I had to eject and start over.”

I’d say his assessment was accurate the first time.

03-17-2025 | 07:15 PM

#83

FlyingSlowly

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Joined: Mar 2015

Posts: 373

Likes: 14

Quote:

Originally Posted by symbian simian

...But the 737 not getting EICAS with the NG (LG?) was a huge mistake by B. The FAA letting B certify the MAX without it was a huge mistake from the FAA.

Best summary of the issue I've read to date

Having flown a 'modern' CRJ with overall excellent systems designs from the 80s (yet very similar to the 737 in many regards at thier core architecture), I could barely believe some of the manual distractions and reduced redundancies when learing the 737 by comparison.

But my point is, the EICAS implementation is very do-able on a jet similar in systems to the 737. Though, you might have to automate a few of the system controls in the process. (Electric, pneumatic, etc...) I'm sure many FOs would be so disappointed with less to do...

03-18-2025 | 03:56 AM

#84

AF OneWire

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Joined: Feb 2024

Posts: 444

Likes: 88

Quote:

Originally Posted by FlyingSlowly

Best summary of the issue I've read to date

It is very doable unless your largest customer is Southwest that insists on a common type rating.

03-18-2025 | 08:48 AM

#85

JackReacher

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Joined: Mar 2023

Posts: 234

Likes: 23

From: Cramped 737 Left Seat

Quote:

Originally Posted by AF OneWire

It is very doable unless your largest customer is Southwest that insists on a common type rating.

And that is the crux of the problem with Boeing: focus on profits / stock prices and safety be damned.

03-18-2025 | 03:18 PM

#86

symbian simian

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Joined: Nov 2013

Posts: 4,167

Likes: 226

From: Aircraft & Seat: old & hard

Quote:

Originally Posted by JackpotAir

12-to-life.

Such a wierd way of saying “I enjoyed my seniority, day trips, and flying new ‘Buses.”

Quote:

Originally Posted by ReadOnly7

…until the business model failed so terribly that I had to eject and start over.”

I’d say his assessment was accurate the first time.

Was planning to retire there, really enjoyed working there, not because of the seniority. Left when I lost hope, because the part I didn't see improving was managment. Also "weird"...

03-18-2025 | 03:26 PM

#87

symbian simian

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Joined: Nov 2013

Posts: 4,167

Likes: 226

From: Aircraft & Seat: old & hard

Quote:

Originally Posted by AF OneWire

It is very doable unless your largest customer is Southwest that insists on a common type rating.

Probably fixable. Same type rating too. Not the same manufacturer, there was even one builder more in between, just a differences class would get you going. Yeah, I know probably would not happen, because the technology changed that much.

Oh wait, that was my point to start with....

03-18-2025 | 04:04 PM

#88

EAFF95

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Joined: Oct 2018

Posts: 209

Likes: 28

Get out of here with your logic. Clearly those MCDONALD DOUGLAS HACKS created this Boeing problem, despite what they did for the MD95. It certainly couldn't have been customer preference and perverse regulatory influence.

03-18-2025 | 05:22 PM

#89

symbian simian

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Joined: Nov 2013

Posts: 4,167

Likes: 226

From: Aircraft & Seat: old & hard

Quote:

Originally Posted by EAFF95

Seriously! And people wonder why we have regulations.. I am sure all car manufactures put in safety features because they knew consumers were willing to pay extra for those.

03-20-2025 | 10:54 PM

#90

Stratoliner

On Reserve

Joined: Feb 2022

Posts: 112

Likes: 8

From: U.S. 121 CA

Quote:

Originally Posted by symbian simian

Difference here is that Southwest didn't just want a common type rating... they wanted NO extra training. The 717 and MD-90 fleets at Delta were not a common rating. Heck even the 767 vs 767-400 (common type) aren't operated that way (even though United does). Southwest wanted ZERO differences training to operate them as a common fleet. Back in the day they operated 737 Classics with autothrottle off because the 737-200 didn't have that. Southwest wanted to go from Classic to NG and NG to MAX not only as a common fleet, but without having to have differences training of any significance. I don't think there's a DC-9 operator in the world that ever operated a DC-9, MD-80, MD-90, and/or 717 as a common fleet.