737 or Airbus 320

[NEDude]

Also, I'm a big rudder aficionado - I really like to have it available to me...

Not only is it available to you on the 737, it even moves on its own...

I would have to take issue with this. I've flown both. The Airbus lies to you and will try to get you busted.

As I said, this comes from a sampling of four guys I know who have flown both. I have no experience actually flying the 737 so I cannot comment specifically about it. I don't see where the Bus lies to you. Look at the airspeed and it will tell you where it is at. If you have managed speed at 300 kts, it will provide a buffer on that to keep on profile. If you are assigned a speed, select a speed and it will hold it and still do a pretty good job and keeping on profile, although it may require some speed brake input.

 

[Britpilot]

BApparently the 737 autothrottles struggle a bit when the pilot is handflying. The Airbus does just fine.

No, they do just fine.

Reputation for being tough and well built aircraft.
Correct

B737 Cons - Lots of busy work operating simple systems due to 1960s technology.
?

Cramped cockpit and apparently the environmental system up front can be a little lacking on hot days.
Packs work fine, blow very cold (ice chunks)

The Airbus seems like it's useful life is five years. It seems to get old very quickly. It has poor range and a poor performing wing.
I'll take the 737 every time.

 

[Cardinal]

If you're typed and have significant time on the Boeing, the (il)ogic of the Airbus will drive you batty. The autoflight and flight management systems don't think the way North American airline pilots do. Lot's of little gotchas that a Boeing engineer would be fired for. The plusses: It's more roomy, quieter, cooler in summer, with better seats than the 737. If you pick the 'Bus just remember, you're never really "flying" the thing.

+1.

A rhetorical question, why is it such a prolonged stagger to the lousy certified ceiling of FL390 in the shortbody aircraft (319) at moderate weights? Long periods at zero rate of climb, it's embarassing. I can't imagine what a heavy 321 in the summer must be like.

 

[Marko Ramius]

The Airbus seems like it's useful life is five years. It seems to get old very quickly. It has poor range and a poor performing wing.
I'll take the 737 every time.

That's funny because I've flown 320's that will be 20 years old next year and they aren't going anywhere anytime soon. The seats have more BO and the lavs are stinkier, but what else is knew on any old airplane?

 

[pilotss]

Airbus is the lazy man's plane. You can cut your grass with a push mower....the 737 you can have the grass cut with an automatic cutter...the 320.

My 2 cents is the Airbus does not need to be flown, it needs to be managed. The 737 2/3/5 need to be flown.


I appreciate the bus very much and when you learn the methodology you will not have 20-40 kt variations in managed speed.

Other than the flying part it is QOL and pay is what you should look at for your decision.

I would fly a 152 over a 787 if I only worked one hour on Tuesdays paying 50k per month.

 

[Shrek]

+1.

A rhetorical question, why is it such a prolonged stagger to the lousy certified ceiling of FL390 in the shortbody aircraft (319) at moderate weights? Long periods at zero rate of climb, it's embarassing. I can't imagine what a heavy 321 in the summer must be like.

It is a treat let me tell ya.............lol.

 

[Say Again Over]

I can't imagine what a heavy 321 in the summer must be like.

Fly one a lot with V2500's no record breaker but it's the best handling Airbus of the bunch, including the A330. I have to agree with others that it's not flying, now I'm a computer operator.

 

[Whataburger]

. Apparently the 737 autothrottles struggle a bit when the pilot is handflying. The Airbus does just fine.

737's have autothrottles? Where's that button?

 

[PHXFLYR]

The Airbus seems like it's useful life is five years. It seems to get old very quickly. It has poor range and a poor performing wing.
I'll take the 737 every time.

A poor performing wing compared to the 737NG's
A better peforming wing when compared to the
737 Classics which it was designed to replace...unfortunatley.

PHXFLYR

 

[PHXFLYR]

Airbus is the lazy man's plane. You can cut your grass with a push mower....the 737 you can have the grass cut with an automatic cutter...the 320.

My 2 cents is the Airbus does not need to be flown, it needs to be managed. The 737 2/3/5 need to be flown.


I appreciate the bus very much and when you learn the methodology you will not have 20-40 kt variations in managed speed.

Other than the flying part it is QOL and pay is what you should look at for your decision.

I would fly a 152 over a 787 if I only worked one hour on Tuesdays paying 50k per month.

Does that mean every Tuesday ??


PHXFLYR

 

[johnsonrod]

I think it would be tougher to go FROM the Airbus to the 737 than the opposite because your flying skills could atrophy a bit in the Airbus - you are too used to managing vs. flying.

I know there are pilots out there who have gone from the Airbus to 737-300/500s at SWA - that must have been a wakeup call going from glass to basically no glass.

 

[Heavy Set]

Easy choice...

Definitely bid the 737. You want experience on that type when UAL furloughs pilots after its merger with XYZ (most likely USAirways) and you want to go to SWA. That 737 experience could be valuable in the long-run (your ticket to SWA)!

I personally wish you luck but I need to ask the following question: why would anyone consider going to UAL now after they explicitly mentioned their intention/need to merge with another airline? Isn't that just asking for headaches and a lot of potential stress????

 

[Yuppyguppy]

flown em both old skool 737 and the 300. The 320 is much easier on the pilot even though it's cheaply built it flies okay. Airbus wins with the kind of sked I do anyday.

 

[hoover]

An airplane is an airplane is an airplane. Once you are trained and have a little experience in it, it won't make any difference. What does make a differerence is how those airplanes are utilized, which is going to have a large influence on what your life will be like flying that airplane. For example: I'd heard that a lot of United guys stay on the 737 until they had enough senioroty to "bid over" the A320. That would imply that the A320 is a junior aircraft, which could mean that you would enjoy a much better schedule on that aircraft sooner than you would on the 737. That is just one example, I'm sure there are others. But hopefully you got my point

 

[PreContact]

737's have autothrottles? Where's that button?

I heard the FAA is pressuring you guys to finally use them. They're installed, just have to flip a switch, right?

 

[tranceport]

An airplane is an airplane is an airplane. Once you are trained and have a little experience in it, it won't make any difference. What does make a differerence is how those airplanes are utilized, which is going to have a large influence on what your life will be like

couldn't have said it any better. I would put much more emphasis on how soon it looks like you'll be off reserve at a base that you want to live or commute to.

additionally, going beyond the 'off reserve' projection would be how long you can get a schedule that is livable given your situation (ie family, kids, other job, etc). For example, I have a friend that was recalled a little less than a year ago on the 737 in Ord. He could have had a line after about 6-8 months or so but is still bidding reserve so he can get the time off he needs to be home with kids. He will do this for some time as the bottom half or so of the lines are like 90+/- hours a month with 12-14, 15 days off with. not knocking it but this kind of flying can get to be fatigueing.

in summary, an airplane is an airplane. quality of life and family are more important. time flies....

good luck to ya

 

[johnsonrod]

couldn't have said it any better. I would put much more emphasis on how soon it looks like you'll be off reserve at a base that you want to live or commute to.

additionally, going beyond the 'off reserve' projection would be how long you can get a schedule that is livable given your situation (ie family, kids, other job, etc). For example, I have a friend that was recalled a little less than a year ago on the 737 in Ord. He could have had a line after about 6-8 months or so but is still bidding reserve so he can get the time off he needs to be home with kids. He will do this for some time as the bottom half or so of the lines are like 90+/- hours a month with 12-14, 15 days off with. not knocking it but this kind of flying can get to be fatigueing.

in summary, an airplane is an airplane. quality of life and family are more important. time flies....

good luck to ya

That's BORING for this website. Let me guess, you are also the mayor of Snoresville. Come on man, TAKE A STAND and vote...

 

[tranceport]

That's BORING for this website. Let me guess, you are also the mayor of Snoresville. Come on man, TAKE A STAND and vote...

I did. I'm a family man now and I love boring flights and good schedules. After living the highlife with crashpads all over God's green earth, I'm happy to say I would not move for a job, expecially a flying one..... but I digress.

I'd be proud to be the mayor of Snoresville btw. imp:

 

[GogglesPisano]

I am typed in the 737 and A320. No time in the 737 though. I have flown with three guys who have significant time in both and am in a crashpad with another - it stands at 3-1 in favor of the bus.

The pros and cons of each according to them:

A320 Pros - MUCH (!!!!!) more comfortable for the pilot (can't be emphasized enough according to them). The cockpit is a nice place to spend several hours. The MCDU (FMS) does a much better job at planning descents and crossing restrictions. No significant differences as far as the pilot is concerned across different models and generations. Better at flying with autothrust on and autopilot off. Apparently the 737 autothrottles struggle a bit when the pilot is handflying. The Airbus does just fine.

A320 Cons - Not as good a performer as the 737. The systems and logic can be a little difficult to adjust to coming from other airplanes. (My note - coming from a background of Beech 1900s, CRJs and a 737 type, I found the A320 very easy to learn.)

B737 Pros - Much better performance. Some models are downright hotrods. The FMS will automatically command a descent when appropriate and selected. Reputation for being tough and well built aircraft.

B737 Cons - Lots of busy work operating simple systems due to 1960s technology. Cramped cockpit and apparently the environmental system up front can be a little lacking on hot days. Due to many genrations and Boeings history of making everything custom for a specific customer, some airlines can have several different variations meaning a lot of different procedures even for one airline (that comes from a CAL guy).

Again, these are comments from guys I know who have experience on both. Not based on my experience.

EDIT- From what I have gathered many guys fly the Airbus completely automated. When you turn the autopilot and autothrust off the airplane flies very well. Coming from the CRJ, the Airbus is a much nicer flying airplane.

Being typed and having flown in both, I agree completely. After a frew hundred hours the single most important factor is comfort.

 

[AV80R]

Being typed and having flown in both, I agree completely. After a frew hundred hours the single most important factor is comfort.

HUUUGE quote for a one sentence reply, (sry 2 sentence)...

 

[PHXFLYR]

Definitely bid the 737. You want experience on that type when UAL furloughs pilots after its merger with XYZ (most likely USAirways) and you want to go to SWA. That 737 experience could be valuable in the long-run (your ticket to SWA)!

I personally wish you luck but I need to ask the following question: why would anyone consider going to UAL now after they explicitly mentioned their intention/need to merge with another airline? Isn't that just asking for headaches and a lot of potential stress????

Not anymore than you would get if you decided to hire on at USAirways. I talked with a new hire going thru indoc in PHX a few months ago before getting shipped back east to do GS and fly the E190. Told me (and these are his exact words);"I'm not here because USAirways is so good. It's just that my last job was so bad !" Guess that 'bout sums up why some people still find this career an attractive way to make a living even after all the crap we have gone through.

PHXFLYR

 

[reepicheep]

USAir - Where airlines, careers, and flightinfo threads go to die.

 

[johnsonrod]

USAir - Where airlines, careers, and flightinfo threads go to die.

Now that's funny!!!!!!!!!!!! Ouch!

 

[Cardinal]

Thread resurection:

I'd pitch in the $50 for a motor to backdrive the Airbus thrust levers. As an amateur jet pilot I'd appreciate the ability to interact with the autothrust without outright disconnecting everything.

Oh, and the reading light is as useful and well designed as a bidet.

 

[Paul R. Smith]

If you have to learn a whole variety of 73s from classics to NG's I would go with the bus only for making training a bit more easy on the noggen. The 737 NGs are trully nice aircraft but if you have to train on them, EFIS equipped and straight up round dials with no map display and no GPS then make it easy on yourself.

If none of that applies go with your desired base.

 

[PHXFLYR]

USAir - Where airlines, careers, and flightinfo threads go to die.

Just used it as an example as to why some people still move up to airlines such as UA,etc from their present flying jobs and responding to HVY SET's question ,that's all .Try following the general flow of the thread next time,numnutz



PHXFLYR

 

[vetrider]

Its amazing what being on the inside for awhile will do to a guys thought processes. If I go back years ago and look at myself when I was on the outside lookin in vs. now I almost don't even recognize myself. Its pointless to be making fun of a guy because he chooses to come here. I bet if most of us were fired tomorrow, we'd be begging to come back.

Oh yeah, 737 over bus any day, flying is still fun, all the other horse ******************** aside.

 

[Deadalus]

Well I won't know for sure for a while since I start training on the Bus next year(currently 737). Most say I'll dislike it at first and once I get comfortable I'll never want to go back to a 737. We'll see.

 

[vetrider]

Well I won't know for sure for a while since I start training on the Bus next year(currently 737). Most say I'll dislike it at first and once I get comfortable I'll never want to go back to a 737. We'll see.

That is probably right for most guys, but I do know several previous Boeing guys who don't like the bus at all. One 737 captain at AWA went to the bus to get his 1000 hrs for possible future use(ie. airline tanking)and as soon as he was unlocked he high tailed it back to the 737. He said something along the lines of 'at first when you're new to the bus you think what piece of ********************, then later when you figure out what is going on you realize what an even bigger piece of ******************** it is'.

I know several others that feel the same way. Most probably do end up bus converts, but its far from universal.

 

[PositiveRate]

Learning to 'fly' the bus well is a process of surrender.

It will take about 6mo to 1 yr depending on how much you fly to master all the work arounds and operate the way ATC wants.

In a perfect world with perfect vectors, early descents and no winds or turbulence, the bus is great and it's 'managed' modes excel...the other 99% of the time, you have to work around the plane, but that becomes normal to you over time. There are instances the bus can turn into the 'violator 2000', but are easily avoided once you've been exposed to them and learn the work arounds.

Very comfortable, usually quiet and all around good place to 'work'.