737 COCKPIT HOW TO
737 COCKPIT SIMULATOR

“EICAS lite could be fully compliant with 14 CFR 25 certification requirements,” the authors conclude. Textual messages will be presented that will concentrate critical alerts and help the crew prioritize what steps to take. His proposal adds only one physical button on the control panel with which the pilot can mute the audible alerts.

This option would be adaptable to the entire MAX fleet, including units already in service, and would address the major shortcomings of the current 737 warning system.

However, the authors eventually settled on an option they call “EICAS lite”, which is one level above the minimum. The proposals put forward range from a total redesign of the system to match those of other Boeing aircraft – the so-called Engine Indication and Crew Alert System, or EICAS, which would require the installation of a new flight computer – to a minimal change that would adjust only a couple of alerts. However, he has turned down every interview he has been offered. After this, he left Boeing and testified for a Senate hearing on the MAX. In it, he expressed dismay at how certain safety improvements to the warning system were rejected during the development of the MAX. The other signatory to the draft is a former Boeing flight control engineer who worked with Mumaw: Curtis Ewbank.Įwbank filed an internal complaint in 2019 – which The Seattle Times made public – complaining about Boeing’s actions. “It’s a matter of will, but Boeing should redesign the cockpit of the 737 MAX,” said Joe Jacobsen, a former Federal Aviation Administration safety engineer and one of the authors of the proposal. However, it can be problematic for less experienced pilots if an emergency occurs at a critical point in the flight such as take-off or landing.

737 COCKPIT SIMULATOR

This entire process is natural for 737 pilots (it is trained and practiced both at the time of type rating and during the six-monthly simulator visits) and works well.

737 COCKPIT HOW TO

There he or she will find the solution that will tell him or her how to respond. Less urgent problems, meanwhile, require the pilot to refer to the appropriate section in the quick reference handbook or QRH. The pilot should then turn his attention to the upper panel – where the specific indicators for each subsystem are located – to obtain more information about the fault.įor more serious faults, pilots must memorize the appropriate response, in a procedure called “memory items”. Next to it, a specific alert will light up indicating what the problem is, for example “fuel”, “engine”, or some other system. When 737 malfunctions, the pilot will first see a general MASTER CAUTION light illuminate at the top of the instrument panel. A 2019 NASA report by Randy Mumaw, a human factors specialist who worked for Boeing, analyzed eighteen accidents (a third involving 737 variants) and identified warning system failures in all of them. Inadequacies in warning systems that cause – or contribute to – confusion or inaction at a critical time are a frequent factor in accidents. It must also “provide a means to suppress an attention component of an alert that interferes with the flight crew’s ability to safely operate the airplane”. Among others, it must be “readily and quickly detectable and intelligible to the flight crew in all foreseeable operational situations, including those in which multiple alerts are provided”. Chapter 25.1322-1 deals with the specific requirements it must meet. The certification requirements for crew warning systems are outlined in Title 14-part 25 Transport Category Aircraft.

After the end of the current year, only aircraft that comply with the updated requirements can be certified.ĭuring the original MAX certification, Boeing persuaded the FAA to exempt the aircraft from the regulations on the grounds that any safety benefits would not be “commensurate with the costs”.

This clause will allow non-compliant aircraft to be certified until the end of the current year.

737 cockpit