Ok, I'll eat the crow I deserve, or how I learned to love the Bus.

The Airbus is the first plane where I feel like when I finished training I had no clue about it! The ECAM and really crappy QRH makes me feel like they really tried to engineer the pilot out.
 
Lunchbox said:
I guess I'm the only one that doesn't like the bus that much. It just doesn't feel like flying anymore and it was a step back in technology for me but it's easy and the paycheck and QOL are amazing so I can't complain.
Click to expand...
You don't fly boeings or airbuses. You operate them. Airline pilots are more akin to systems operators than they are aviators.
 
z987k said:
You don't fly boeings or airbuses. You operate them. Airline pilots are more akin to systems operators than they are aviators.
Click to expand...

I wouldn't have guessed that to be true for Boeing. The Airbus doesn't require much sidestick input in gusty conditions since the computer does all the work. The high crosswind takeoffs are just awkward since ailerons aren't suppose to be used on the ground. Any other time just pick a bank and/or pitch and the computer auto-trims and holds it for you with the stick in neutral. I've never flown a boeing but I don't believe it does that. Hand flying isn't really hand flying any more in the bus but I haven't heard the same about Boeing?
 
Meh.

I chuckle when AB pilots turn A/P off to try and make a descent.

"If Otto can't do it, you probably can't either."

If 180kt OP DES, Flap 2, and Brakes out won't make it, it was never meant to be...
 
...and as far as being "System Monitors" vs "Pilots", that's assuming everything functions everything functions 100% all the time...
 
Toobdrvr said:
Meh.

I chuckle when AB pilots turn A/P off to try and make a descent.

"If Otto can't do it, you probably can't either."

If 180kt OP DES, Flap 2, and Brakes out won't make it, it was never meant to be...
Click to expand...

170 OP DES, gear down, Flaps 3 is your last resort and if that doesn't work, nothing will! :)

Speaking of that, as a former Boeing pilot, the idea of slowing down in order to go down was complete weirdness.
 
Derg said:
"You just got Salt Laked, son!"
Click to expand...
Not an Airbus guy, but more than one conversation happened coming into SLC in the E75 to the effect of "if you don't turn the VNAV off and start getting the desired performance, we'll get to do a go-around in front of a bunch of new hires at The Hangar. And it won't be our fault, but we'll be the guys who look stupid because of SLC TRACON."
 
Lunchbox said:
I wouldn't have guessed that to be true for Boeing. The Airbus doesn't require much sidestick input in gusty conditions since the computer does all the work. The high crosswind takeoffs are just awkward since ailerons aren't suppose to be used on the ground. Any other time just pick a bank and/or pitch and the computer auto-trims and holds it for you with the stick in neutral. I've never flown a boeing but I don't believe it does that. Hand flying isn't really hand flying any more in the bus but I haven't heard the same about Boeing?
Click to expand...

Yall don't put aileron into the wind in a crosswind at your carrier??

Come on people, it's just an airplane. You know what an airplane should look like in any given situation, just do with the stick what you need in order to make it look right. High crosswind takeoffs are cross controlled until liftoff just like any other airplane...

The new Boeings (not 737... that's lipstick on a corpse) autotrim for you, just they keep the stupid yoke out of pride.
 
PeanuckleCRJ said:
Yall don't put aileron into the wind in a crosswind at your carrier??

Come on people, it's just an airplane. You know what an airplane should look like in any given situation, just do with the stick what you need in order to make it look right. High crosswind takeoffs are cross controlled until liftoff just like any other airplane...

The new Boeings (not 737... that's lipstick on a corpse) autotrim for you, just they keep the stupid yoke out of pride.
Click to expand...

Aileron on takeoff is not recommended because the spoilers deploy. You have to use some aileron on a strong crosswind but it's just a different technique to learn to use less aileron and more rudder vs a regular jet. We service some airports with short runways and I wouldn't want to be killing my takoff performance with spoiler drag with large aileron inputs. If you don't care about reducing your takeoff performance then keep doing what you're doing.
 
Lunchbox said:
Aileron on takeoff is not recommended because the spoilers deploy. You have to use some aileron on a strong crosswind but it's just a different technique to learn to use less aileron and more rudder vs a regular jet. We service some airports with short runways and I wouldn't want to be killing my takoff performance with spoiler drag with large aileron inputs. If you don't care about reducing your takeoff performance then keep doing what you're doing.
Click to expand...

Go to 3/4 of the cross deflection of the stick and you'll never pop a spoiler, plus have better crosswind performance. Try it next time you're taxiing out to see when the spoilers pop, and bring a nice plate of crow back here. It's yummy! ;)

Trust me, I haven't stayed at a Holiday Inn Express in years.
 
Lunchbox said:
Aileron on takeoff is not recommended because the spoilers deploy. You have to use some aileron on a strong crosswind but it's just a different technique to learn to use less aileron and more rudder vs a regular jet. We service some airports with short runways and I wouldn't want to be killing my takoff performance with spoiler drag with large aileron inputs. If you don't care about reducing your takeoff performance then keep doing what you're doing.
Click to expand...

I doubt the spoilers being 1/3 the way up on one wing have any real impact on performance. They're relatively small panels, we're talking 10-20 deg deflection too.

Also, i don't think of the drag they generate, I think of them as lift spoilers...

FYI- b6 suggests using side stick as well in crosswind situations.
 
PeanuckleCRJ said:
Go to 3/4 of the cross deflection of the stick and you'll never pop a spoiler, plus have better crosswind performance. Try it next time you're taxiing out to see when the spoilers pop, and bring a nice plate of crow back here. It's yummy! ;)

Trust me, I haven't stayed at a Holiday Inn Express in years.
Click to expand...

That's exactly why I used the words "large" input. I would consider 3/4 large and not small but when the spoilers deploy wasn't the subject of discussion here. The bottom line is that you said it's just an airplane and you fly it just like any other jet that doesn't have spoilers that deploy with aileron. Sure you can get away with what you're doing 99% of the time but go try a large aileron input on a flaps 3, short runway takeoff with a V1 cut and let me know how that works out for you.

I don't know how much performance is lost but I'll trust the airbus manual over what others say.
 
People might be confusing the amount of side stick which will deploy a spoiler on the ground versus in the air with the flaps out. They're two entirely different "modes" of flight.
 
Toobdrvr said:
Meh.

I chuckle when AB pilots turn A/P off to try and make a descent.

"If Otto can't do it, you probably can't either."

If 180kt OP DES, Flap 2, and Brakes out won't make it, it was never meant to be...
Click to expand...

I think it can make a difference. I have taken the AP off for the full spoilers as opposed to half with AP on. Trying to get the speed back because they kept you fast and the GS is coming in, it does end up making a difference. Otherwise you'd get GS* and now start coming down faster than what you really want. I've also done AP off and full spoilers for when JFK approach says expect short approach and they are landing 04R and you already turning over the coast on a base leg.
 
You must log in or register to reply here.
Back
Top