Date: 201203
Aircraft: B757-200
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Flight phase: Final Approach
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Human-Machine Interface
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown
Detector: Person Flight Crew
When detected: In-flight; Taxi
Result: General None Reported / Taken
Contributing factors: Aircraft; Human Factors; Environment - Non Weather Related; Company Policy
Primary problem: Ambiguous

Narrative: I've reported these issues before to no avail. I've corresponded with our fleet [Captain] and he acknowledged the problem; but says that $32;000 is too much to standardize (and make safer) our entire fleet. The problem seems to be more common in the airplanes with the new instrument configuration. There's no doubt in my mind there's going to be a serious accident with one of these.From the basic flaws in the system (every one of the airplanes is different!); to the unfamiliarity that many of our pilots have with it (I've had three copilots call 'V1; Rotate' below 100 KTS); to the stupid 'DING' that sounds off during critical phases of taxiing when it has some useless information; to the extreme 'heads down' operations that is required; to the subject at hand.And that subject is the excessively loud GPWS callouts. When I'm hand flying an approach I don't need someone or something screaming 'ONE THOUSAND' in my ears. Last night I was hand flying [one such airplane]. Winds were about 25 KTS and gusting higher. While flying a perfect approach at 2;500 FT I get blown out of my seat with 'TWENTY FIVE HUNDRED' screaming in my ears. (With 34 years and 19;500 hours of flying experience I actually do know how to read a radio altimeter and really don't need to be screamed at). Later there was an even louder 'ONE THOUSAND' scream that raised me out of my seat and caused me to swerve. At 500 FT I had to cover my ears to prevent hearing damage. Not exactly the best way to hand fly an approach at 500 FT with gusting winds; but one has to do what one has to do.So; I repeat; why does the thing have to be so loud? Why does the company seem to want to introduce distractions in the cockpit? (This [RA volume]; heads down operations; the stupid 'DING' while taxiing; etc.) Our fleet technician has put into print that the airplanes are all different and he doesn't want to spend the money to make them safer. This airline is on borrowed time when it comes to an accident. The operational problems that I've seen over the past few years are too numerous to mention here. But for God's sake why can't something as simple as making a quiet cockpit (or at least not as loud) be accomplished before it causes an accident.Easy one; turn down the volume of; or better yet disconnect these distractions. I might suggest trying to standardize the fleet to the most quiet airplane. But I will acknowledge that might be impossible from a flight department that can't even standardize a jet bridge key!




Synopsis: A B757 Captain expressed his dismay regarding distractions and shortcomings in the cockpits of his airline's fleet of aircraft. Included were excessively loud RA annunciations; disparities from aircraft to aircraft; a new instrument configuration he believes contributes to inaccurate readings of important data; too much heads down time on the FMC and; finally; distracting 'dings' digitally emitted to alert regarding surface movement milestones.