![]() Representing years of work to to leverage the very best that Microsoft Flight Simulator can offer, the PMDG 737-800 is the second installment in PMDG's simulation of the magnificent Boeing 737NG series.Īll new models, entirely new textures, a completely new sound environment and tens of thousands of changes, adaptations, improvements and fixes, the PMDG 737-800 is the ultimate realization of flight simulation, forty years in the making. 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 PMDG 737-800 for Microsoft Flight SimulatorĬreated by the most recognized and experienced team in desktop flight simulation, the PMDG 737 for Microsoft Flight Simulator is an incredibly detailed, feature rich simulation of the ubiquitous Boeing narrow body. 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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