- May 19, 2005
- Total Time
Airbus or Boeing??? Pro's and Con's from you guys that fly them??
Not true with the 777. The Autothrottle keeps working fine during single-engine operation. Further, the movement of the thrust levers isn't just " nice ", it is critical to situational awareness. I would bet a lot of money that had the A-320 that crashed doing the low pass had thrust levers that moved the crash would not have happened. The crew would have been aware that the thrust was not responding in a more timely manner and would have reacted those precious few seconds sooner.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).
I haven't flown an Airbus product, but I can still very easily answer your question with this: pay and quality of life (schedule). That will determine which is the better airplane.MVSW said:Airbus or Boeing??? Pro's and Con's from you guys that fly them??
Having flown 320, 737 and MD80MVSW said:Airbus or Boeing??? Pro's and Con's from you guys that fly them??
The brakes on the 73 would to......if it could tell you what your brake temp is. Instead of it having the ability to show you the brake temp the 73 has those brake cooling tables in the flight manual. I'd bet those brake temps on the 73 are over 300 C more than you think.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.
That's forked up. Never heard of that one happening. I know I may have sounded like a Bus salesman in this thread but in that situation you can look at it like this. In alternate law you still had more protections than you did in the 80 or the 73. Again, the protections shouldn't come into play as long as the airplane is operated in it's flight envelope but even with the failure you got you were still fine in alternate law.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.