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

PeanuckleCRJ said:
Read my original response with the 3/4 of the cross. That is where you went off the rails. Our max crosswind is the Airbus limitation of 38 knots.... you have to get maximum aileron input in before popping the spoilers in order to make that happen. That is applying 3/4 of the cross (actually just a tad more than that before they start to float up) at the beginning of the takeoff roll. If you don't do that, the wing will lift and stuff gets pretty spectacular from there. Interestingly enough, the Airbus company sims in MIA will have you crash if you don't put in the aileron. The wing lifts and it flops out of control on their own sims at the aircraft limitation of 38 knots.

You changed your crosswind landing technique with control inputs but not with the way the plane looks and lands. You just have to adapt your inputs to make it happen. That is being a good pilot.

Completely and absolutely disagreed with the converting a good and bad pilot to average. You will degrade to an average and worse pilot only if you resign to that mindset. Your goal should be an absolute mastery of stick and rudder skills and flight guidance management at all levels on every plane you fly. Fifi is a stick and rudder plane when it really comes down to it, and man is she fun to fly in all regimes. It's a battle for a favorite for me between her and the 757.
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3/4 cross is not much aileron at all. Are you trying to say that's how you flew the Boeing by only putting in the equivalent of 3/4 cross during a strong crosswind takeoff?
No, I changed the way the plane looks and lands because of what's in the Airbus manual. The prefered landing technique in the manual is to keep the crab until the flare which was not how I flew previously before the bus.
You are over thinking my last comment about an average pilot, it's not a mindframe but a joke to summarize the plane. I enjoy hand flying in gusty conditions with a plane that requires more finesse and doesn't have a computer make gust corrections for me and automatically trim. It's all personal preference though.
 
Derg said:
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.
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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?
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@Lunchbox what do you mean regarding the inputs regarding gusty condition and computer control? I'm new to the Bus but if a gust raises a wing you bring it back down right?
 
Derg said:
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.
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The only issue is is that in most busy airspace ATC probably doesn't want you slowing from 250 to 170 just to get down. Think crossing CAMRN 11000/250 and Jfk is on the 4s.
 
Louie1975 said:
The only issue is is that in most busy airspace ATC probably doesn't want you slowing from 250 to 170 just to get down. Think crossing CAMRN 11000/250 and Jfk is on the 4s.
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We just need high speed descents under 10 like a lot of countries do. You can get rid of a lot of altitude at 330kts, power idle, boards out.
 
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Skåning said:
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.
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Yup, I have the same feeling. I start IOE in a few days and feel like I'm going to show up with no idea what I'm doing.
 
Louie1975 said:
@Lunchbox what do you mean regarding the inputs regarding gusty condition and computer control? I'm new to the Bus but if a gust raises a wing you bring it back down right?
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If a large gust of wind blew the wing up on an approach for example while hand flying then the computer would lower the wing without pilot input. The response is not instantaneous so the natural reaction would be to lower the wing yourself like we're all use to doing but by the time you do that the computer will also add its own input and now you have double correction. The end result would be a lot of unnecessary overcontrolling back and forth. It's weird getting use to since the bus has taken away maybe 25% of our old stick and rudder job. Don't get me wrong the Airbus is a great plane and the French engineers where really some smart peeps but I was listing the reasons why it's not my personal favorite. I could list a lot more but I think I hit my post limit for this thread and I don't want to sound like I'm complaining since I thoroughly enjoy the job we have.
 
Cherokee_Cruiser said:
Manually getting the AT off by bringing it to idle brings the engines to idle quicker than pulling open descent, and being able to use full spoilers versus half with AP on, I think manually turning the AT and AP off you can get Fifi down quicker/sooner than with George on.
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You are absolutely correct.

My point is, if we have to do all that just to (barely) make it, I'm trending towards "unable". All I'm sayin...
 
Lunchbox said:
If a large gust of wind blew the wing up on an approach for example while hand flying then the computer would lower the wing without pilot input. The response is not instantaneous so the natural reaction would be to lower the wing yourself like we're all use to doing but by the time you do that the computer will also add its own input and now you have double correction. The end result would be a lot of unnecessary overcontrolling back and forth. It's weird getting use to since the bus has taken away maybe 25% of our old stick and rudder job. Don't get me wrong the Airbus is a great plane and the French engineers where really some smart peeps but I was listing the reasons why it's not my personal favorite. I could list a lot more but I think I hit my post limit for this thread and I don't want to sound like I'm complaining since I thoroughly enjoy the job we have.
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IMO the worst thing you can do in an airbus is try to overthink it.. Just fly the airplane, yes airplane.
 
Lunchbox said:
Right but we're talking about on the ground, my mistake if I left out that part. The two different jet types I've flown not counting the 320 had logic to inhibit roll spoilers for takeoff. I'm just telling you what my company manual recommends as well as Airbus and the old US Airways (not sure about AA).
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AA allows small amounts of sidestick input in a "strong crosswind" and it should be zeroed out by the time you become airborne.
 
Toobdrvr said:
You are absolutely correct.

My point is, if we have to do all that just to (barely) make it, I'm trending towards "unable". All I'm sayin...
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Yup!

I'll give SLC one runway change 10+ miles out. That last minute sidestep crap followed by slow to final approach as you're following a Piper… never again.

Unable. The days of going "Props Forward" in a Brasilia and making the improbable possible are gone.
 
Stick back, trees get small. Stick forward, trees get bigger. Stick left, trees move right. Stick right, trees move left!
 
Roger Roger said:
That's one thing that's different...on old airplanes if you pull back long enough, the trees get bigger again ;)
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On old planes? That's true for even new planes. Even with Fifi's "stall protection." All it takes is something go wrong and into alternate law and a guy who pulls up constantly. AF 447, Air Asia 8501.
 
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