Ok I have 2 questions for you.Are all the cockpits in the NG737 the same.737-600/700/800/900 so that 1 pilot can fly all variants.How much more expensive is it for an airline to operate both the NG737s and th A320 like family like Easyjet and Scandinavian.
Also what is an option?When airlines order planes like Ryanairs 150 737-800 order they were 100 confirmed and 50 options.
Your help would be much appreciated.
By: Bmused55 - 23rd March 2004 at 08:12
Re: Re: NG737 and Options
Originally posted by Sonnenflieger
They are the same in most aspects except for the air conditioning panels as the cabins of the -800’s and -900’s are longer than those of the -600/-700, these panels having more equipment on the longer 737’s for this cause.Also, the Common Display System (CDS) can be configured differently. Most 737NG customers use the layout familiar from the 747-400, 777 etc, but there is also the option of using the EFIS-style instrumentation of the 737-3/4/500 superimposed on the displays.
Quoted from Boeing’s Aero Magazine #04 :
Simply by loading flight-deck software, operators can use the CDS to replicate either the electronic flight instrument system with map (EFIS/MAP) display of classic 737 models (737-300/-400/-500) or the primary flight display/ navigational display (PFD/ND) used in the 777 and 747-400 models. As a result, operators can continue to fly their earlier 737s while introducing next-generation 737 airplanes into their fleets with minimal training.
Most operators use the PFD/ND configuration. Among those using the EFIS/MAP configuration are Maersk Air, Hamburg International and Continental Airlines.
Here is a photo of the EFIS/MAP config on a Maersk 737-700…
…and here is a photo of the normal PFD/ND configuration, sans aligned IRS’s in a Luxair 737-700.
The swap between the two configurations is just a matter of software change, just like the FMC’s are updated with new operational software now and then. It is however not something the pilot can do for himself when preflighting the ship, rather something done during maintenance checks.
Hope this answered your question!
Hans
Interesting! I just learned something new 😀
Welcome to my buddy list Sonnenflieger
By: Sonnenflieger - 22nd March 2004 at 23:45
Re: NG737 and Options
Originally posted by SHAMROCK321
Ok I have 2 questions for you.Are all the cockpits in the NG737 the same.737-600/700/800/900 so that 1 pilot can fly all variants.
They are the same in most aspects except for the air conditioning panels as the cabins of the -800’s and -900’s are longer than those of the -600/-700, these panels having more equipment on the longer 737’s for this cause.
Also, the Common Display System (CDS) can be configured differently. Most 737NG customers use the layout familiar from the 747-400, 777 etc, but there is also the option of using the EFIS-style instrumentation of the 737-3/4/500 superimposed on the displays.
Quoted from Boeing’s Aero Magazine #04 :
Simply by loading flight-deck software, operators can use the CDS to replicate either the electronic flight instrument system with map (EFIS/MAP) display of classic 737 models (737-300/-400/-500) or the primary flight display/ navigational display (PFD/ND) used in the 777 and 747-400 models. As a result, operators can continue to fly their earlier 737s while introducing next-generation 737 airplanes into their fleets with minimal training.
Most operators use the PFD/ND configuration. Among those using the EFIS/MAP configuration are Maersk Air, Hamburg International and Continental Airlines.
Here is a photo of the EFIS/MAP config on a Maersk 737-700…
…and here is a photo of the normal PFD/ND configuration, sans aligned IRS’s in a Luxair 737-700.
The swap between the two configurations is just a matter of software change, just like the FMC’s are updated with new operational software now and then. It is however not something the pilot can do for himself when preflighting the ship, rather something done during maintenance checks.
Hope this answered your question!
Hans
By: tenthije - 22nd March 2004 at 17:49
An option is an agreement to buy a plane at the same rate.
Recently Spirit bought 30odd airbusses with another 30odd on option. The first 30odd will be bought no matter what (or else a cancelation penalty will have to be paid by Spirit). The second 30 odd are on option. They have the same price as the first 30odd, but Spirit decides later whether or not to take them.
Usually airlines pay a small additional cost to get planes on option. The main advantage is that you get the same reduction and payment terms as you had on your initial purchase. Another advantage is that when productionslots are awarded a converted option often gets priority over a new purchase.
As for the 737NG cockpit, I believe they are all alike.
With regard to operating two seperate fleets of both the 737NG and the A32#, that is very hard to say. By operating one fleet you can save money on spare parts and personnel training. The disadvantage is that you may not have the most efficient plane for a certain route.
Easyjet has said that individual fleets of 50+ planes can be used efficiently. Once you have more than 50 planes you get no additional benefit from the economies of scale. They said that in a press statement explaining why they took the A319 instead of the B737NG. The statement is probably still on their website, but I can’t be bothered to look it up! 😉
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March 22, 2004 at 3:54 pm