Airbus Tech Support Desk is OPEN

[BEEF SUPREME]

It doesn’t IMO. Them again I’m not a person of size (wokeness got me). The only thing I miss about the Airbus is its comfortable flight deck. Other than that from a pure flying aspect, the 737 is more hands on and fun.

Cue the jokes, “hang the witch!”

Respectfully, it isn’t. The Falcon 900 that was a sweet flying airplane. The PC-12 that was a super fun airplane to fly. Even the X on the odd magical day when it wasn’t showing one of its many gremlins was mildly entertaining to fly.

The 737 is challenging sure. The 700s seem sort of balanced but after that it’s clear at least from a handling perspective that the design has far exceeded its limitations. What’s nice about approach speeds of over 160 knots? It’s hard on equipment and passengers. The controls are heavy. The gear is often used far outside of the FAF as a speed brake when flying into places like Palm Springs or Juneau.

After briefly flying the EMB175 the avionics and cockpit flows of the 737 feel much closer to WW2 than woke Seattle. It’s second nature now but I still catch myself wondering if the APU is really on the bus or not during taxi in. You’ve never dealt with it which is really clear, but I also wish the FAs could control the cabin temperature. At least FAs aren’t completely indifferent to the experience of the passengers.

I guess I’m rare in the airline world in that I actually care about what the passengers I’m flying are experiencing. It’s clear that even during negotiations our pilots would rather make the passengers sick from obscene cabin temperatures than spend a few pennies of their profit sharing check.

The 737 cabin is antiquated, hot and cramped. I do understand few pilots care but for me it’s a minus as well. After a recent experience I’d never voluntarily fly as a passenger on my own airline. I’m actually quite worried about my elderly parents who booked a summertime trip to JFK. I’m hopeful it’s on the Airbus with VX pilots.


Sent from my iPhone using Tapatalk

 

[Cherokee_Cruiser]

 

[JordanD]

The gear is often used far outside of the FAF as a speed brake when flying into places like Palm Springs or Juneau.

I don’t think that’s a uniquely 737 issue. The bus loves to get “stuck” when assigned 210 and already descending on the glide slope. When in doubt, throw the anchor.

 

[ppragman]

differences. @Adler is right, she's perfectly trimmed at all times

This doesn’t sound like a French mistress….

 

[ppragman]

We have a sim instructor who, on a V1 cut, once you’ve rotated and the blend to flight mode completes, is fond of making you let go of the stick completely; the handling characteristics are downright boring without all of the magic working, and work it does.

That is pretty cool to be honest. That’s extraordinarily docile if that doesn’t kill you with an intermediate step (IE trimming).


Still, I also think not being able to detect the other inputs of a crewmember just by grabbing the stick would be strange and the Air France thing makes a lot more sense.

 

[ppragman]

I don’t think that’s a uniquely 737 issue. The bus loves to get “stuck” when assigned 210 and already descending on the glide slope. When in doubt, throw the anchor.

Hell, I’ve done that in the Navajo lol, sometimes you just need a lot more drag.

 

[roundout]

I don’t think that’s a uniquely 737 issue. The bus loves to get “stuck” when assigned 210 and already descending on the glide slope. When in doubt, throw the anchor.

This is a published recommended technique at my place. Additionally, our NEOs have an OEB prohibiting the use of speedbrakes with certain weight, speed, and CG criteria. Only option to slow down is the gear.

 

[Cherokee_Cruiser]

I don’t think that’s a uniquely 737 issue. The bus loves to get “stuck” when assigned 210 and already descending on the glide slope. When in doubt, throw the anchor.

IMO, I agree with the other guy. The 737 I notice the gear is used a LOT more as a brake than the Bus.

Flaps. You can be FULL flaps on the Bus and gear up, for those times when they slow your ass to final waaaay out. Not the 737.

Spoilers. A319/320 you can use spoilers up to flaps 3. Boeing 737 at our shop, not recommended once flaps out, but “can” have them out up to flaps 10.

Flaps 5 and Flaps 10 bug speed are the same on the speed tape. So if they ask you to slow to 160, out come the gear and flaps 15. On the Bus? 160 kts is flaps 3 and gear up.

 

[Roger Roger]

Additionally, our NEOs have an OEB prohibiting the use of speedbrakes with certain weight, speed, and CG criteria.

wat

 

[Cherokee_Cruiser]

wat

Yeah. Our 321NEOs did too but IIRC that weight/CG combination was almost never likely to happen. So no real effect on us. Again, IIRC. It’s been a while.

 

[roundout]

wat

FRENCH, MUTHA..... DO YOU SPEAK IT

 

[roundout]

Yeah. Our 321NEOs did too but IIRC that weight/CG combination was almost never likely to happen. So no real effect on us. Again, IIRC. It’s been a while.

Our most likely time to encounter it is when we are over max landing weight. If you had to do an immediate return it would apply. Otherwise yeah, not likely.

 

[Cherokee_Cruiser]

Our most likely time to encounter it is when we are over max landing weight. If you had to do an immediate return it would apply. Otherwise yeah, not likely.

That sounds about Airbus.

 

[Autothrust Blue]

Still, I also think not being able to detect the other inputs of a crewmember just by grabbing the stick would be strange and the Air France thing makes a lot more sense.

Golden rules, one pilot flies, one pilot watches.

 

[ppragman]

Golden rules, one pilot flies, one pilot watches.

I mean generally yes, however there’s not much more Indicative of a guy commanding something he’s not getting than the yoke positioned one way and the aircraft doing something else ya know?

 

[roundout]

Golden rules, one pilot flies, one pilot watches.

Until one guy holds the stick full back on a dark and stormy night when the airplane is already confused. I agree in principle, and I embrace the brand A philosophy, but when things go sideways (or nose full up, in that case) it might be beneficial to be able to physically see or touch human error.

Not looking to start a debate, BTW. just pointing out, like you said, we can design a smarter machine, but we can't outdesign the human ability to goof it up.

 

[Minuteman]

 

[Roger Roger]

Hell, I’ve done that in the Navajo lol, sometimes you just need a lot more drag.

I think the LJ31 is the only retract I’ve flown where using gear as speed brakes wasn’t a routine procedure.
Though the LJ45 is definitely more so than most.

 

[Baronman]

IMO, I agree with the other guy. The 737 I notice the gear is used a LOT more as a brake than the Bus.

Flaps. You can be FULL flaps on the Bus and gear up, for those times when they slow your ass to final waaaay out. Not the 737.

Spoilers. A319/320 you can use spoilers up to flaps 3. Boeing 737 at our shop, not recommended once flaps out, but “can” have them out up to flaps 10.

Flaps 5 and Flaps 10 bug speed are the same on the speed tape. So if they ask you to slow to 160, out come the gear and flaps 15. On the Bus? 160 kts is flaps 3 and gear up.

The nice part about the bus is if you don't remember (when the spoilers can be out), it'll remember for you.

 

[L-16B]

IMO, I agree with the other guy. The 737 I notice the gear is used a LOT more as a brake than the Bus.

Flaps. You can be FULL flaps on the Bus and gear up, for those times when they slow your ass to final waaaay out. Not the 737.

Spoilers. A319/320 you can use spoilers up to flaps 3. Boeing 737 at our shop, not recommended once flaps out, but “can” have them out up to flaps 10.

Flaps 5 and Flaps 10 bug speed are the same on the speed tape. So if they ask you to slow to 160, out come the gear and flaps 15. On the Bus? 160 kts is flaps 3 and gear up.

For some reason tons of guys at AA feel like you have to be gear down before calling flaps 3. I’ll call for flaps 3 and they are like are you sure? Yes, I don’t want the gear out 13 miles out.
Then some guys that have been on the plane forever will go flaps 2 then back to 1 just to get flaps and slats out at 1 instead of just slats.