Originally Posted by
III Corps
Flew the 757/767 and the -320 on the line. Got a chance to fly the -330 and -340 at the factory.
The 757 felt a bit less agile than the 767 but I only flew the 76-ER at weights for transcon, not over the pond. Both were very easy to fly although neither had very good drag devices. Both were, like the 737, difficult to slow down/go down.
The -320 family (310/320/321) was a change more in the way one thinks than the way one flies. The FMC is different in that it is FROM a waypoint rather than like in the Boeings TO a way point. Some FCM differences such as the 'bus will NOT start down at TOD unless you activate it.
Handling.. one is FBW. One is not. Being able to go to max AOA for windshear is one major point. No hunting for max AOA, nudging the burble, etc. FULL aft stick and hold on.
Roll. One is aileron deflection for roll rate and the 'bus is commanded roll rate, ie, you can't cross control for x-winds on the bus.
Cockpits. All comfortable and on the -320 you could roast weenies in the winter and hang meat in the summer. VERY effective air conditioning. The pull out table ion the 'bus supports 65Kg. ??
Braking.. we had the brake fans on our 'bus and more often than not, we used them. Braking was good on all but nothing to write home about.
Flaps.. the over-the-nose view on the bus is VERY good with both config 3 and 4.
Autothrottles versus auto-thrust. One moves. One doesn't. The former can give you tactile feedback for movement (even if the engine has failed) and the latter forces you into an instrument scan so you know what your engines are doing. AND if you want to be Jerry Jet-pilot, you can disconnect both and push and shove to your heart's delight.
The 'bus CAN fly with ALL electrics gone. It is not an easy task but if all electrics fail, you have FADECs for the engines, cables to the rudders and a trimmable horizontal stabilizer so while it is DIFFICULT, it is not impossible to fly with ALL electrics gone contrary to myths.
The 'bus IS different but the -80 is different. Play to strengths. respect weaknesses and fly the airplane that has the best trips, the best layovers and forget who made it. All of 'em are GOOD.
Sorry, but can you explain your cross control/cross wind statement some more?
I've got quite a bit of time in many aircraft includind the A320 family. By technique, I would wait to enter into a side slip until inside 30 feet or so leading with the rudder and allowing the aircraft to compensate with aileron for flight path stability. You still have to land in a side slip but achieve it in a different manner. Those that fight the flight characteristics of the aircraft have issues with it.
The A320 is by far the best flying transport category aircraft I have had the pleasure to fly. And, IMO, the best way to fly it is auto pilot and thrust off, FD off, and FPV. Used to surprise the sh@t out of folks that didn't understand the "bird" display or the aircraft. The interface with the aircraft is different. It has computer augmented flight path stability. Having one Direct law landing under my belt showed when all the magic fails, it flys like a non-FBW aircraft when the magic goes away.
Bottom line, the magic is an aid for the pilot and not a replacement for skill. To the max extent possible I hope all drivers operate with the automation off. Why the heck else would you even show up at work? For the great pay?
Lee