![]() ![]() The picture above shows the contrast between the -100 (the first generation) and the -400, the most popular variant. The iconic Boeing 747 has been produced in a large number of variants, each one providing a slightly different cockpit design. First operated in 2013, the focus for most manufacturers is now on reducing the workload for pilots by putting all the information they need on screens. The contrast image features the A350, a state-of-the-art aircraft that has a large amount of screen-space on the flight deck. The European manufacturer was slightly quicker to adopt digital screens in their flight deck design philosophy than Boeing – its next aircraft, the A310 first used the technology in 1982. Founded in 1970, the firm’s first aircraft was the A300 – it too featured a large number of dials. Speaking of Airbus, their cockpit development has followed a similar path to their American rivals. The emergence of the Airbus A320 in the 1990s forced the American manufacturer to upgrade the 737 as its European counterpart began to take its market share its full glass cockpit narrowbody jet. Introduced in 1997, the third generation of the 737 featured upgraded CFM International CFM56 engines, larger wings and most notably, a full glass cockpit.īoeing said goodbye to the dials and hello to glass. The real differences appear when you compare the -300 to the NG. However, most of the dials still remained. The difference between the cockpits is moderate as it includes the optional Electronic Flight Information System (EFIS) which added the screens. The later variant was produced between 19 – nearly 2,000 examples were built. Pictured above is the 737-100 compared with the 737-300. Since then, more than 10,000 have been built throughout four generations including the -100 and -200, Classic, Next Generation (NG) and MAX. The Boeing 737 first flew in 1967 and entered commercial service in February 1968 with German flag carrier Lufthansa. Take a look at this selection of photos which really demonstrate the progress that has been made. The FAA said Delta Air Lines and United have voluntarily added secondary barriers to some of their planes.The design of a cockpit has changed dramatically over the years as technology has improved. Dials, gauges and even crew members have been replaced with an ever increasing amount of glass while the fundamentals have remained largely the same. The FAA said two years was plenty - aircraft makers were given less time to reinforce cockpit doors after the September 2001 terror attacks. Pilot groups also asked for the rule to take effect in one year, while the airline industry, Boeing and Airbus asked for three years to comply. The FAA said Congress was clear that the requirement should apply to all new planes. ![]() ![]() They asked that secondary barriers be required only on future types of planes – meaning that new copies of FAA-approved planes such as Boeing 737 Max and Airbus A320 jets would not need secondary barriers, even if they were built after mid-2025. However, industry trade group Airlines for America and United Airlines argued that current security steps are effective. They said covering new planes only would create a known security gap. Pilot unions asked the FAA to extend the requirement for secondary barriers to all airline planes, including older ones. The FAA estimated that each secondary barrier will cost US$35,000 to buy and install.Ĭongress directed the FAA in 2018 to require secondary barriers to cockpits, but the agency did not issue a proposal until last August, after it received recommendations from aircraft makers and pilot groups. The cockpit is more vulnerable to attackers when the door is opened for pilots to take a bathroom break or get their meals.Ī secondary barrier is intended “to slow such an attack long enough so that an open flightdeck door can be closed and locked before an attacker could reach the flightdeck,” the FAA said in the rule, published in the Federal Register. “No pilot should have to worry about an intrusion on the flight deck,” said David Boulter, the FAA's acting associate administrator for safety. Officials called the rule an important step to give pilots more protection. There is no provision requiring airlines to retrofit current planes. The rule will affect airlines that operate scheduled flights, but not charter operators. Business news stories from across Canada and the world.The Federal Aviation Administration rule will apply to commercial planes made after mid-2025. officials said Wednesday they will require new airline planes to have a second barrier to make it harder for passengers to break into the cockpit when the main door is open. ![]()
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