All the development and testing includes a list of exactly what is installed and how it was tested to show that it is all safe to fly. Aside from the question of how the new cockpit elements would fit into the older plane, the most important factors are how it affects performance and safety in the eyes of the regulators, and whether this is worth doing from a cost point of view.Ī large transport aircraft has a Type Certificate (TC) from the regulator that oversees its development (FAA in the USA, EASA in the EU). The 767-400ER incorporates a new flight deck similar to that on the 777 (.) The overhead panels are largely unchanged ( Boeing). Therefore, there's little incentive for both the airline and manufacturer to go that specific way.įor different reasons (not one airline's order) the 767-400ER comes with a 777-style cockpit, including the big displays. Regarding the specific 777/787 example, the 787 shares a lot already with the 777, which reduces the cost of training a 787 flight crew if they're already type-rated on the 777. In a separate development, Douglas has also decided to provide Honeywell's flat panel displays for the recently launched MD-95 aircraft program. Saudi Arabian Airlines (Saudia) has specified Honeywell's 8-by-8-inch flat panel liquid crystal displays for its new McDonnell Douglas MD-90 airliners. Which Honeywell then supplied for the MD-95 (later renamed Boeing 717) as well. In 1996 Saudia ordered 29 MD-90s with MD-11-style cockpits from Honeywell, including the overhead panel. But whether the manufacturer agrees is up to them. I'll answer based on the one precedent I'm aware of.

Boeing 777 cockpit crew