EGPWS, or terrain, can also be displayed, providing terrain mapping when operating low-level in the airport or remote gravel field environment. Flight crew can see where the other aircraft traffic is in relation to the intended track and judge diverging or converging tracks well in advance. From a safety perspective in austere, poor weather environments, the ability to see the projected flight path when coupled with TCAS traffic is a powerful safety tool. This allows the pilot to see the path though the sky that the aircraft will fly.
737 200 COCKPIT FULL
The new Primary Flight Displays (PFD) and Multi-function Displays (MFD) have full ARINC 702 map display capability. MC2’s reputation for post-delivery support was an additional factor. MC2’s holistic approach, from listening and understanding the need, creating a solution for customer review, design and airworthiness review, kit build, installation and certification ensured the aircraft was wheels-up on an extremely tight timeline.
737 200 COCKPIT MOD
These aircraft, the “workhorses of the north” needed Mid-Canada Mod Center’s (MC2) skills and Boeing experience to meet their quality, cost and schedule requirements. FIFO contracting requires demonstration to the operator’s clients, that they have taken every step possible to augment safety of flight operations. Safety and operational efficiency can be enhanced through investment in technology. These aircraft must be able to operate to paved, gravel and other unimproved runways 24/7/365. This B737-200 operator, operating Fly-In Fly-Out (FIFO) crew-change charter and remote community services in the austere conditions of Canada’s north, needed to replace obsolete avionics and flight displays to enhance safety, increase dispatch reliability and operational efficiency. 24-Hour Aircraft on Ground Avionics Servicesįlight deck modification on a B737-200 aircraft The Requirement.Upgrades Especially for Your Dash 8 Classic Fleet.UASC FMS GPS Week Number Rollover Event.But the project has stalled for the 737, with Boeing launching the 737 MAX in 2011 instead of pursuing it. This looked at updates to all aircraft series, using new technologies, electrical control systems, and composite structures. A fifth 737 generation?Īs of July 2020, it is still not clear what the next version of the 737 will look like, but based on previous plans from Boeing, there could be a major re-design coming.īoeing first proposed changes to the 737 as part of the Yellowstone project. Production of the 737 will gradually increase to a rate of 31 per month by the beginning of 2022.īefore the slowdown, production had been stead at 42 aircraft per month, but with plans to increase the rate to 57 per month (according to FlightGlobal). This will affect the 737, the 777 and 777X, and the 787. Unfortunately, it's become clear that we need to make further adjustments based on the prolonged impact of COVID-19." "To align to a smaller market, we lowered commercial production rates and took tough workforce actions throughout the quarter. The range was slightly reduced to 3,820 kilometers (compared to 4,176 kilometers with the -300). Stretching the 737-300 around three meters increased the capacity to 188. The 737-300 was the middle-sized option, with a typical two-class capacity of 126 (an increase of 24 over the previous generation 737-200). This choice of size and range became the standard with all future generations of the 737.
737 200 COCKPIT SERIES
The Classic series had three variants offering different capacities and range, with the same main airframe design. The Original series picked up eventually after initial slow sales, but it was with the Classic series that orders really increased, The Classic series remained in production until 2000, and a total of 1,988 aircraft were delivered.
This marked the real start of the success of the 737 family.
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