New FedEx 737 Rumor...

[typhoonpilot]

Not to be a dick, but its actually the -100 and up, not -200.

I knew somebody would catch that sooner or later. Like the other guy said, there aren't many -100s flying these days so I left it out, but you are quite right, it is the same type.

Typhoonpilot

 

[skirt]

I'll bet 95% of the people reading this have no idea what a nine light trip is or what the brake interconnect does.

Huck, have you sheared any generator shafts in the sim. yet? How about cranking the gear down on short final while the Bitchin' Betty is calling 30, 20, 10. If not, your better than me.

Just over three years sitting sideways.

Ah, yes....such fond memories of sitting sideways. It has been 12 years since I "flew" the panel, but still remember the after start flow that a crusty retired Braniff instructor once taught me:

"Banana, three B, Z, dot the I"

....that means: Essential power (yellow switch), three generator breakers (3 B), galley power, Left pack, fuel pumps, B hydraulics (Z), right pack (dot the I).

Don't know if it still applies.

Skirt

 

[TonyC]

"Banana, three B, Z, dot the I"

....that means: Essential power (yellow switch), three generator breakers (3 B), galley power, Left pack, fuel pumps, B hydraulics (Z), right pack (dot the I).

What's galley power?

 

[Swerpipe]

Southwest will maintain the same cockpit

While on tour on the Southwest training facilities I asked the instructor what they would do if they got -800 or -900s and he said "we can just paint -800 or -900 on the box and change the software, inside they will be identical". This is true perhaps only for Southwest. Same type rating.

 

[VaB]

powerpowerpumppumppanelpackpressure

 

[firstthird]

I think the 700/800/900 aren't really all that different up front. Various companies buy different mods but the sim we use at Dallas CAE for the navy is actually an 800 (ours is more like a 700 or bbj), if they swap out the pressurization panel (which is more modern on the 800 I presume or than what the Navy bought is probably more likely) then the cockpit is pretty much just like ours, minus a tacan and UHF and iff type stuff.

 

[TR4A]

I don't think anyone is flying -100's anymore.......

AWA was flying one a few years ago. There were only 30 -100's made.

 

[Falconjet]

Flows

VaB: That is the current before start flow for the FE at FedEx. The after start is just "cap em, close em and sit on your hands". Then you do a u around the panel starting with essential after the Capt calls for the after start checklist, holding on the A pumps until the ground crew is clear. Galley power would be such a nice thing though.

FJ

 

[Goose17]

VaB you crack me up

6-5-BIPPP-CPA

I swear that when we finally do upgrade, for traffic calls at 12 o'clock, we are going to turn and look at the captain.

Goose17
(liv'n the dream)

 

[b757driver]

I have both FAA and EU licenses and have flown Juraissic and NG versions of the 737.
Having first-hand experience of the various makes and models as well as the US and EU licensing authorities, this is how it works:

In the US, no matter which type of 737 you take on your checkride, you will only ever see a "B737" type written on your certificate. Thus, it is not evident from the certificate alone, which model the training/experience was gained on.

In Europe, you will - B737-200, B737-300/400/500 (considered classic nowadays) and B737-600/700/800/900 (Next Generation).

With regard to Boeing, on the NG models, the overhead panel was kept similar to earlier versions by continuing to use toggle switches instead of the push buttons that are featured on the 747-400/757/767/777s. The reason: to keep the same basic type rating so that pilots would only have to do a "differences" course. If they had changed the overhead completely as well as the glass, then it would have been a totally separate type rating but they wanted to keep it in the family, so to speak.

In another life, I was flying and rated on a Juraissic -200, did the differences course with Boeing and ended up flying the 737-800. Then when I decided to add the 737 type on my FAA ATP, I did a 737NG PIC Initial with all that entails and checked out in a 737-800 sim. My FAA ATP shows B737.

Hope that helps to those still wondering.

B757driver

 

[EIflyer]

quote from b757driver
In Europe, you will - B737-200, B737-300/400/500 (considered classic nowadays) and B737-600/700/800/900 (Next Generation).


If I read your post correctly, you say in Europe the rating is broken into three"blocks", ie -200, then 3/4/500, then 6,7,800.


Are you speaking of a single European country license (pre-JAA) or post? I am sitting in my Lazy-boy recliner, looking at my current and valid European JAA licence that clearly says B737-300 thru 900.

Maybe this is what you said, butI would like to clarify. Thanks.

 

[VaB]

What is all this non-sensical talk of 737's doing in a Fedex rumor/humor thread? Very peculiar.

 

[b757driver]

EIFlyer

You are right. I was just trying to make the point that there are three models - the Jurassic, the classic and the NGs.

And yes, I'm talking pre-JAA but I guess it's all semantics because the bottom line is that in Europe they differentiate on the license and in the US they do not.

FYI this is what it says on my "old" UK CAA ATPL:
(Pilot-in-Command OR Co-pilot)
Boeing 737 SERIES 200

and in my Irish IAA ATPL:

(Co-pilot)
B737-200 Series

Boeing 737-300 to 800 Series

(when I got my -800 type the -900 was still on the drawing board).

So that would mean it is the same as your JAR one.

 

[flycrjs]

Type of 737's...???

737'S:

A fairly reliable source spoke with one of the flight managers at Fedex and they stated 737-300 & 400's were what Fedex is looking in to. All are steam gauge, no special toys included.

They are coming from GE Capital (GECAS) and are pax versions that are 12 months from being on the property.

No other info on whether they are getting news ones eventually or not.

HIRING:

50 pilots just got back from military commitment, so might throw new hires off for a few more months. Last word was 10 professional instructors in the pipe, 60 in the pool.

 

[switchbiatch]

Like I said we will all know in the next couple of months about a/c and hiring. I do wonder though why FDX would get rid of steam 727's for steam no glass no FMS 737's. This seems to be a different philosophy then what I thought flt ops would want for the future. FDX talks about all these HUD systems to advance the cockpits yet buys new (to FDX) steam gauge 737's; why not just buy more 727-200's. Oh well just my 2 cents, which means absolutely jack, but it is fun.

 

[j41driver]

I didn't think that a 737 fuselage was big enough to handle the containers that are used in the 727, etc. Could be that I have bad info since I've never flown either of them.

 

[klhoard]

-100's

AWA was flying one a few years ago. There were only 30 -100's made.

I'm sure if there are any out there, we'll find 'em. . .

 

[SuperFLUF]

I didn't think that a 737 fuselage was big enough to handle the containers that are used in the 727, etc. Could be that I have bad info since I've never flown either of them.

Its the same tube. 707/727/737/757 are all built from the same fuselage.

 

[Snoopy58]

FDX talks about all these HUD systems to advance the cockpits yet buys new (to FDX) steam gauge 737's

HUDs work fine with steam gauges. You probably need an INS or two, but glass definitely isn't necessary. All SWA 737-300s have HUDs, and they're all steam, no EFIS. Same HUD as in the 737-700's, which are full glass.