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The Northwest pilot flew both the 757 and A320 and said yes, it is nice to have the thrust levers move with power changes, but once you get used to checking the N1 gauges on the A320, it is no big deal. He also said, however, the biggest benefit to having autothrust is during single engine situations. The Airbus remains completely useful, but in the Boeing, you need to disconnect the autothrust and manually control it....basically giving you extra work during an emergency.
I think there's some confusion about engines. Our A319's and non-old A320's both have IAE A5 engine variants. Northwest flies the CFM engine so I don't know about those. The A319 is the better performer as you wrote.PulluP said:Of course it is true that the '-A5 powered' newer Airbuses have much better performance...why? because they are on A319s which of course are lighter than the A320; the -A1 engines are on A320s (newer A320s have -A3 engines).
MVSW said:Airbus or Boeing??? Pro's and Con's from you guys that fly them??
MVSW said:Airbus or Boeing??? Pro's and Con's from you guys that fly them??
Chronic Jetlag said:The brakes overheat 90% of the time after the roll out. Everytime we put on the brake fans I feel like I'm turning on a pair of blow dryers to cool Barbie's wheels.
olympus593 said:Airbus Vs Boeing? In another few years it's going to be ERJ Vs CRJ...
yaks said:R and L aileron faults on liftoff resulting in flight controls reverting to alternate law. 10 MD80's or 737's could fly the schedule it takes 15 busses to fly.