777 cockpit layout8/6/2023 ![]() ![]() The Boeing 777 emerged as a best seller for longhaul commercial aircraft thanks to its excellent fuel efficiency and cabin comfort. Its visible features include super large engines, low hanging landing gear and a blade shaped tail cone with a relatively narrow tailfin.īritish Airways took part in the design of the aircraft with Boeing. Often referred to as the “Triple Seven”, it was the world’s first commercial aircraft entirely designed by computer. We operate these on routes to Asia and North America. In 2012, Boeing and Rockwell Collins launched a further 787-based cockpit upgrade for the 767, featuring three landscape-format LCD screens that can display two windows each.The Boeing 777-300 is a long range, twin aisle, twin-engine jet manufactured by Boeing, the American aerospace company. To retain operational commonality, the LCD screens can be programmed to display information in the same manner as earlier 767s. On the 767-400ER, the cockpit layout is simplified further with six Rockwell Collins liquid crystal display (LCD) screens, and adapted for similarities with the 777 and the Next Generation 737. ![]() The 767 became the first aircraft to receive CAT IIIb certification from the FAA for landings with 980 feet (300 m) minimum visibility in 1984. An enhanced flight management system, improved over versions used on early 747s, automates navigation and other functions, while an automatic landing system facilitates CAT IIIb instrument landings in low visibility situations. The CRTs replace conventional electromechanical instruments found on earlier aircraft. The original 767 flight deck uses six Rockwell Collins CRT screens to display Electronic flight instrument system (EFIS) and engine indication and crew alerting system (EICAS) information, allowing pilots to handle monitoring tasks previously performed by the flight engineer. Related design and functionality allows 767 pilots to obtain a common type rating to operate the 757 and share the same seniority roster with pilots of either aircraft. A raised cockpit floor and the same forward cockpit windows result in similar pilot viewing angles. In addition to shared avionics and computer technology, the 767 uses the same auxiliary power unit, electric power systems, and hydraulic parts as the 757. ![]() The 767's two-crew cockpit was also applied to the 757, allowing pilots to operate both aircraft after a short conversion course, and adding incentive for airlines to purchase both types. Ansett Australia ordered 767s with three-crew cockpits due to union demands it was the only airline to operate 767s so configured. ![]() A three-crew cockpit remained as an option and was fitted to the first production models. The carrier maintained this position until July 1981, when a US presidential task force determined that a crew of two was safe for operating wide-body jets. Despite the promise of reduced crew costs, United Airlines initially demanded a conventional three-person cockpit, citing concerns about the risks associated with introducing a new aircraft. Cathode ray tube (CRT) color displays and new electronics replaced the role of the flight engineer by enabling the pilot and co-pilot to monitor aircraft systems directly. The 767 was the first Boeing wide-body to be designed with a two-crew digital glass cockpit. Work on both proposals proceeded through the airline industry upturn in the late 1970s. Many of these features were also included in a parallel development effort for a new mid-size narrow-body airliner, code-named 7N7, which would become the 757. Advancements in civil aerospace technology, including high-bypass-ratio turbofan engines, new flight deck systems, aerodynamic improvements, and more efficient lightweight designs were to be applied to the 7X7. As such, it was intended to transport large numbers of passengers between major cities. While airline requirements for new wide-body aircraft remained ambiguous, the 7X7 was generally focused on mid-size, high-density markets. The decision to use two engines reflected increased industry confidence in the reliability and economics of new-generation jet powerplants. By 1976, a twinjet layout, similar to the one which had debuted on the Airbus A300, became the baseline configuration. ![]()
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