Attn A320 pilots

[Toobdrvr]

I think the most impressive design feature of the Airbus is the window-sill cup holder:

In the morning, it knows to quickly turn my hot coffee cold!

In the afternoon, it knows to turn my cold Coca-Cola hot!

It's the reverse thermos!!! Amazing!

Sorry, I couldn't resist. I love the plane for all the reasons stated above. It's true that most of the strong critics simply have not been asymilated yet. Those I've met who have flown both A and B may have their preferences, but don't seem to feel as strongly as those whose Airbus experience is merely academic...

 

[GogglesPisano]

I think the most impressive design feature of the Airbus is the window-sill cup holder:

In the morning, it knows to quickly turn my hot coffee cold!

In the afternoon, it knows to turn my cold Coca-Cola hot!

..

And on the takeoff roll, it sends the venti coffee from Starbucks all over the carpet. At least the window sills can chill a can of soda to near freezing after about an hour in cruise.

 

[NJAFracPilot]

In three of them, as I can tell, a lack of knowledge of the systems and pilot error.

A lack of knowledge on the part of Airbus factory test pilots?

I understand that you Smurfs are the best Airbus pilots in the known universe, specially considering the big iron experience of your initial cadre, but I think the point here is that an overly automated airplane with counterintuitive systems is confusing competent pilots... something that is not happening in Boeings.









`

 

[Metro752]

Does the new Thales unit come with [CHAINSAW MODE] [EXEC]

 

[FL420]

I only have firsthand experience with the A320 and the B757 so can only compare the two.

In general, my ideal single-aisle airliner would be the B757 Rolls-Royce engines, wing and brakes mated to the A321 fuselage and flightdeck, systems design philosophy, fly-by-wire with sidesticks and engine FADEC's.

Specifically:
Flat floor w/o seat tracks that try to twist your ankle and rip the heels off your shoes. You can also spread a blanket on the carpeted floor and sleep behind the seats on those long augmented out and back turns. Score one for the Bus.

Dark overhead panel philosophy with mostly flat pushbutton switches to minimize damage to your head if you forget to duck. Great human factors engineering with flow lines for systems. Score one for the Bus.

Much better design on cup holders, pilot sunshades and side window shades on the A320. Score one for the Bus.

Sidesticks allow you to put the aircraft where you want it to go with just minute movement of the wrist. You do need to properly adjust your armrest. Score one for the Bus.

The tray. What can I say? It holds a lunch, a laptop and all the paperwork we still have to do flying internationally. You can cross your legs and spin around in your seat. Score a big one for the Bus.

The Intel 8086(or 8088) processor on the earlier A320's was way too slow. It was very easy to out-type the processor and just when you went to line-select a scratchpad entry, the waypoints would re-shuffle and your entry would end up on the wrong line. Also, the processor would only read the MCP every half-second making it imperative to verify the MCP entry on the FMA before moving on to other tasks. Even though both FMS's were made by Honeywell, the B757 FMS was less capable but more intuitive than the A320 FMS. FMS's have been greatly improved in later versions of both aircraft. Score one for the Boeing.

I personally preferred the conventional hydraulic steel brakes on the B757 to the brake-by-wire carbon brakes on the A320. I liked the feel and perceived effectiveness of the steel brakes better. Cockpit readouts of brake temperatures and brake fans for quick turns on the A320 were nice. Score a draw on brakes.

The IAE V2500 engines on the A320 configured for all-coach class(29 rows, 174 seats) weren't always up to the task for the passenger loads and stage lengths we flew. Had to make many bleeds/packs off takeoffs. Never had to do that in the B757 with either the RR or P&W engines. You can never have too much power. Score one for the Boeing.

The A320 was only certified to FL390 while the B757 was certified to FL420. That extra 3,000 feet was pretty useful when trying to stay out of the tops of Wx. Never any worries about the strength or lifting ability of the wing on the B757. Score one for the Boeing.

The fuselage diameter on the A320 family is 7.6 inches greater than on all the single-aisle Boeings. This allows each coach seat and the aisle to have an average of an inch extra width. There is more headroom and more room for overhead bins also. Score one for the Bus.

The A320 had vacuum lavs which were very noisy(hard to sleep in the back row on crew rest) and somewhat cantankerous but saved the weight of 5 gallons of blue water per lav. The B757 lavs hold 9 gallons of liquid each of which 5 gal. is fresh blue juice. Much quieter, heavier and often stinkier and always the possibility of a flush motor overheating. Vacuum lavs more suitable on a long-range aircraft ala B767 and B777. Score a draw on lavs.

Aesthetics. I don't think a better-looking airliner was ever built, with the possible exception of the Lockheed L-1049 Super Connie, than the B757. Score one for the Boeing.

And thats my humble opinion.

 

[xrated]

I understand that you Smurfs are the best Airbus pilots in the known universe, specially considering the big iron experience of your initial cadre, but I think the point here is that an overly automated airplane with counterintuitive systems is confusing competent pilots... something that is not happening in Boeings.

I can see with all your heavy iron experience netjets boy, you must see confused pilots on a daily basis....all of with are flying Airbus's with "counterintuitive" systems. (very impressive use of the word I must say)! In addition to all your listed Boeing experience, I'd say you're right on and must know what your talking about.

 

[AC560]

Out of curiosity how hard is to adjust from a yoke to a side stick? I am left handed and can make do in the right seat with a yoke but if I had to manipulate a side stick with my right hand would be pretty hard to coordinate things I would think.

 

[positiveg]

The biggest problem with the aircraft is that it is made in Toulouse, France and not Seattle, Washington. Each aircraft purchase puts brie and burgundy on the table for some French citizen who despises the USA, but does little for any US worker. Yes, Yes I know about US products that may be supplied by vendors that would constitute a small percentage of total content. Tired argument...

The other issue with the aircraft is the French design philosophy. They think pilots are of little value and something to protect the airplane against. Subsequently, if you look at the accidents at Strausberg, Bale Mulhausen or Merignac, you will see that they all occured because the pilots could not overcome the aircraft flight control systems. Additionally, when the automation is working the pilot is left out of the loop - when the autopilot or autothrottles move the flight controls or change the power setting nothing moves in the cockpit. When the pilot is flying, the flight control system offers no feedback to assist the pilot in judging conditions.


GV

Did I accidently bump into the A.net forums? Sure seems like it.

 

[xrated]

Out of curiosity how hard is to adjust from a yoke to a side stick? I am left handed and can make do in the right seat with a yoke but if I had to manipulate a side stick with my right hand would be pretty hard to coordinate things I would think.

Not difficult. Gotta ask though, even though you are left handed, when you land a plane, or takeoff from the right seat, is your left hand on the yoke? If so, which hand (or foot) are you using to adjust the throttles?

 

[steveg]

To most people that would be a legitimate concern. XRated is very deft at handling sticks with either hand though. He practices all the time.

 

[Say Again Over]

FL420, great post! :beer: I don't have any apples to apples experience in the bus but enjoy it a lot.

 

[AC560]

Not difficult. Gotta ask though, even though you are left handed, when you land a plane, or takeoff from the right seat, is your left hand on the yoke? If so, which hand (or foot) are you using to adjust the throttles?

My right hand is on the yoke, left foot is on the clutch, and right foot on the gas. I do find a yoke to have a different level of coordination required then say a joystick (only thing I can equate to a sidestick).

I will say that I do find it harder to fly the plane in the right seat to some extent because I have to use my right hand, not to the point where I am unsafe but I certainly feel a lot more comfortable doing a 20kt cross wind with my left hand on the yoke. I also fail horribly at driving to drive a stick with right hand drive cars.

 

[FL420]

Obtw

Several more very important points I forgot.

The AFCS in the A320 family has very effective low speed/high AOA and high speed/low AOA protections regardless of whether or not an autopilot or A/THR(autothrust) is engaged. If you get too slow or too fast in the coffin corner of the flight envelope, the AFCS will add power up to TOGA and pitch down or reduce power to idle and pitch up to keep you in the envelope. Many pilots of aircraft w/o this feature have stalled or oversped in this flight regime. Score one for the Bus.

The A320 family FMS automatically calculates Vapp which is the Airbus equivalent of Boeing's Vref with headwind component speed adjustments. A major improvement is that it incorporates windshear protection by adjusting Vapp using a feature called GS Mini(minimum groundspeed.) The A/THR adds power to keep a minimum groundspeed in a strong headwind so as to not leave the aircraft in a low energy state with reduced power if the headwind suddenly goes away or shears to a tailwind as might happen when encountering a microburst close to the ground. Score one for the bus.

Finally, the aircraft climb performance is optimized and the pilot technique is simplified during windshear recovery and GPWS terrain avoidance escape maneuvers. In the Boeing you must pitch up to and nibble at the stickshaker while going to TOGA and retracting speedbrakes. In the Airbus you pull the stick back and hold it while the AFCS optimizes the AOA for best climb performance. Score one for the Bus.

 

[NJAFracPilot]

I can see with all your heavy iron experience netjets boy, you must see confused pilots on a daily basis....all of with are flying Airbus's with "counterintuitive" systems. (very impressive use of the word I must say)! In addition to all your listed Boeing experience, I'd say you're right on and must know what your talking about.

Using your logic, a male obstetrician could never deliver a baby because he had never had one himself. It remains clear, however, that the Airbus automation induced mishaps speak for themselves.

 

[blade230]

I have not flown the 737, but the A320 is a joy to fly. The flightdeck is extremely comfortable, the automation is fantastic. Even if you decided to disconnect the auto-thrust/pilot, the aircraft is fun to "hand fly" as well.

My only negative comment is the "box"/FMS. It is not as user friendly as other boxes.