C Series Info
12-23-2017, 07:29 AM
#1891
Barbie's PIMP
Joined APC: Jun 2015
Position: The Buck
Posts: 269
Originally Posted by David Puddy
Agreed. That's too bad. The integrated HUD with synthetic vision is BAD A$$. On the downside, it would create HUD cripples among pilots who would never want to leave it... 
12-23-2017, 11:11 AM
#1893
Da Hudge
Joined APC: Oct 2006
Position: Poodle Whisperer
Posts: 17,473
Originally Posted by forgot to bid
That line will even extend to the ground so that eventually we can tell atc "sorry, I was on the land line."
12-24-2017, 06:35 AM
#1894
:-)
Joined APC: Feb 2007
Posts: 7,339
Originally Posted by Dodo
Oh, but having FLIR behind a HUD while being able to glance down at synthetic vision as a backup is really the way to go. But Delta would never spring for that. Safety is a relative term.
12-24-2017, 07:30 AM
#1895
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Originally Posted by 80ktsClamp
I thought it was that tail thing that the blue aliens from Avatar could plug into so they could be “one” with it...
Nobody can be one with it. Nobody. Never happened.
12-24-2017, 07:32 AM
#1896
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Originally Posted by Mesabah
The percentage of flights that would benefit from it would not be worth the cost of the system. I would rather the company spend the money on making the EFB far more robust, with better applications. Foreflight would probably kill to have Delta as a platform partner.
Shoot the rnp, runway? Check yes or no. Yes. Land. No? .... ... .... .... ... do you have it yet?
12-24-2017, 08:15 AM
#1897
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Originally Posted by David Puddy
You're entitled to your opinion. For me, while there are some innovations, much of the 350 cockpit is a rehash of the earlier Airbuses. Clearly that is done in order to allow for familiarization and cross flying between fleets. In Asia, pilots fly both the 330 and 350 at some airlines.
Meanwhile, the ProLine Fusion on the CSeries is truly innovative in comparison. Better use of color, decluttered PFD so that you can focus better, much better Nav displays, more intuitive menus, etc. Too bad Delta will likely not take advantage of the HUDs - you should see the phenomenal things they do with the HUD on the Global 6000 (incorporated with the PL Fusion). At the same time, fancy bells and whistles don't pay the bills - I get that....
I don't think Airbus has a single order for the A319 NEO. The CASM still trails the CS100 CASM and the product is undifferentiated and boring. I know we have discussed this before, but I think Delta's Marketing department recognizes the CS100 as an opportunity to present something new and fresh to the business traveling community. SWISS has seen a lot of very positive feedback so far.
And some good news for the CSeries program:
https://worldairlinenews.com/2017/12...bardier-cs300/
Meanwhile, the ProLine Fusion on the CSeries is truly innovative in comparison. Better use of color, decluttered PFD so that you can focus better, much better Nav displays, more intuitive menus, etc. Too bad Delta will likely not take advantage of the HUDs - you should see the phenomenal things they do with the HUD on the Global 6000 (incorporated with the PL Fusion). At the same time, fancy bells and whistles don't pay the bills - I get that....
I don't think Airbus has a single order for the A319 NEO. The CASM still trails the CS100 CASM and the product is undifferentiated and boring. I know we have discussed this before, but I think Delta's Marketing department recognizes the CS100 as an opportunity to present something new and fresh to the business traveling community. SWISS has seen a lot of very positive feedback so far.
And some good news for the CSeries program:
https://worldairlinenews.com/2017/12...bardier-cs300/
We will see if Airbus can make something of the c series but we should just go with the 319s and 320s, we have nearly 3500 pilots ready for them.
12-25-2017, 10:08 AM
#1898
Gets Weekends Off
Joined APC: Jan 2015
Posts: 272
Originally Posted by David Puddy
You're entitled to your opinion. For me, while there are some innovations, much of the 350 cockpit is a rehash of the earlier Airbuses. Clearly that is done in order to allow for familiarization and cross flying between fleets. In Asia, pilots fly both the 330 and 350 at some airlines.
Meanwhile, the ProLine Fusion on the CSeries is truly innovative in comparison. Better use of color, decluttered PFD so that you can focus better, much better Nav displays, more intuitive menus, etc. Too bad Delta will likely not take advantage of the HUDs - you should see the phenomenal things they do with the HUD on the Global 6000 (incorporated with the PL Fusion). At the same time, fancy bells and whistles don't pay the bills - I get that....
I don't think Airbus has a single order for the A319 NEO. The CASM still trails the CS100 CASM and the product is undifferentiated and boring. I know we have discussed this before, but I think Delta's Marketing department recognizes the CS100 as an opportunity to present something new and fresh to the business traveling community. SWISS has seen a lot of very positive feedback so far.
And some good news for the CSeries program:
https://worldairlinenews.com/2017/12...bardier-cs300/
Meanwhile, the ProLine Fusion on the CSeries is truly innovative in comparison. Better use of color, decluttered PFD so that you can focus better, much better Nav displays, more intuitive menus, etc. Too bad Delta will likely not take advantage of the HUDs - you should see the phenomenal things they do with the HUD on the Global 6000 (incorporated with the PL Fusion). At the same time, fancy bells and whistles don't pay the bills - I get that....
I don't think Airbus has a single order for the A319 NEO. The CASM still trails the CS100 CASM and the product is undifferentiated and boring. I know we have discussed this before, but I think Delta's Marketing department recognizes the CS100 as an opportunity to present something new and fresh to the business traveling community. SWISS has seen a lot of very positive feedback so far.
And some good news for the CSeries program:
https://worldairlinenews.com/2017/12...bardier-cs300/
This is inevitably going to look like a d##k measuring exercise but it's everything but. I am just curious about the C series.
So I am going to list some of the new features I know exist on the A350. And hopefully, you can tell me if they exist or not on the C series.
Also, A350 gurus, feel free to correct or add. I am not rated on the plane and only have a few magazines and a FCTM.
1) Is the C series completely paperless? The A350 is finally almost completely paperless with most procedures being performed as an e-checklist. Some procedures are not sensed by ECAM and have to be performed with the QRH/FCOM/OEB.
2) Brake to vacate allows pilots to select a given taxiway before landing and the autobrake will bring the aircraft to 10kts within 65m of that taxiway. That same system will alert the crew if the runway becomes "TOO SHORT"
3) ROW/ROP Runway overrun protection/warning. Those systems will alert pilots if the runway is too short prior to take off and/or landing. (320 option)
4) RAAS: Runway awareness and alerting system. also called RAP I think. Alerts the crew with a synthetic voice and a ND message when "APPROACHING RUNWAY 26L" or "ON RUNWAY 26L" (320 option)
4) TCAS avoidance maneuver executed by Autopilot.
5) Emergency descent by autopilot. I know the C series has that feature already.
6) There is a trim tank in the THS of the 330/340. This is used to maintain cruise CG in the optimum range without using aerodynamic trim, IE. drag. On the 350, this is now replaced by adjusting wing camber by extending leading/trailing edges +/-4 degrees in cruise. This also lead to weight reduction since all the fuel piping is now gone.
7) Use of composite materials allows lower cabin pressure altitude of 6000ft (?) which allows higher humidity and wider windows. I imagine the Cseries has the same feature.
8) 2 hydraulic systems of 5000psi each. again less piping, less weight.
9) V-nav. new to the Airbus line but already great on the Cseries.
10) FLS: FMS Landing System. RNAV approaches are now flown following an F-LOC and a F-GS. I believe the goal was to make all approaches similar to each other in terms of operating procedures. (320 option)
11) APU auto start in case of ALL ENG. flameout.
12) The 350 doesn't have a fully automated rudder compensation system in case of Eng. Fail. on T/O (as in the 777 for example) but all Airbus aircraft will be stable and safe after an EFTO: the flight computers will establish a bank of 5 degrees with no rudder nor sidestick input. And thanks to load factor demand, pitch will remain constant as well. Does the C series have something similar to that? or the to the 777.
13) Weather radar stores a 3D picture which both pilots can view in different ways at the same time by using two separate set of controls. The ND will display ON or OFF path weather. (you have to possibility to only see the precipitation that is at your flight level). Also the tilt knob allows pilots to display the weather according to an angle (conventional way) or a flight level. (320 option which Spirit took. Unfortunately DAL didn't)
14) ACUTE (airbus cockpit universal thrust emulator) analyses thrust parameters and translates them into a percentage of thrust available. No more controlling the engine with N1 or EPR. Pilots will always know how much thrust they are using and how much is available in relation to the max 100% available.
15) not sure about that one: It seems as if the EFB is fully integrated into the A350's Nd's whereas I noticed in videos that C series cockpits have an IPAD attached to the side window like we do on 320's, 737' etc..
All right, time to get some Xmas dessert.
Merry Xmas everyone.
Last edited by cynicalaviator; 12-25-2017 at 10:19 AM.
12-25-2017, 01:54 PM
#1899
veut gagner à la loterie
Joined APC: Apr 2008
Position: Light Chop
Posts: 23,286
Originally Posted by cynicalaviator
I know very little about the A350 and I know even less about the C series. But I was under the impression that the 350 had a few technological assets absent on the C series. .
I do love the 350 QRH. I love showing it to people and saying, pray it doesn't change. (Think church bulletin)
That cockpit is mind boggling. Still trying to figure out how to move the jepps to the center screen for briefs.
Last edited by forgot to bid; 12-25-2017 at 02:05 PM.
12-25-2017, 03:18 PM
#1900
Gets Weekends Off
Joined APC: Jun 2015
Position: Left
Posts: 1,807
Originally Posted by cynicalaviator
I know very little about the A350 and I know even less about the C series. But I was under the impression that the 350 had a few technological assets absent on the C series.
This is inevitably going to look like a d##k measuring exercise but it's everything but. I am just curious about the C series.
So I am going to list some of the new features I know exist on the A350. And hopefully, you can tell me if they exist or not on the C series.
Also, A350 gurus, feel free to correct or add. I am not rated on the plane and only have a few magazines and a FCTM.
1) Is the C series completely paperless? The A350 is finally almost completely paperless with most procedures being performed as an e-checklist. Some procedures are not sensed by ECAM and have to be performed with the QRH/FCOM/OEB.
2) Brake to vacate allows pilots to select a given taxiway before landing and the autobrake will bring the aircraft to 10kts within 65m of that taxiway. That same system will alert the crew if the runway becomes "TOO SHORT"
3) ROW/ROP Runway overrun protection/warning. Those systems will alert pilots if the runway is too short prior to take off and/or landing. (320 option)
4) RAAS: Runway awareness and alerting system. also called RAP I think. Alerts the crew with a synthetic voice and a ND message when "APPROACHING RUNWAY 26L" or "ON RUNWAY 26L" (320 option)
4) TCAS avoidance maneuver executed by Autopilot.
5) Emergency descent by autopilot. I know the C series has that feature already.
6) There is a trim tank in the THS of the 330/340. This is used to maintain cruise CG in the optimum range without using aerodynamic trim, IE. drag. On the 350, this is now replaced by adjusting wing camber by extending leading/trailing edges +/-4 degrees in cruise. This also lead to weight reduction since all the fuel piping is now gone.
7) Use of composite materials allows lower cabin pressure altitude of 6000ft (?) which allows higher humidity and wider windows. I imagine the Cseries has the same feature.
8) 2 hydraulic systems of 5000psi each. again less piping, less weight.
9) V-nav. new to the Airbus line but already great on the Cseries.
10) FLS: FMS Landing System. RNAV approaches are now flown following an F-LOC and a F-GS. I believe the goal was to make all approaches similar to each other in terms of operating procedures. (320 option)
11) APU auto start in case of ALL ENG. flameout.
12) The 350 doesn't have a fully automated rudder compensation system in case of Eng. Fail. on T/O (as in the 777 for example) but all Airbus aircraft will be stable and safe after an EFTO: the flight computers will establish a bank of 5 degrees with no rudder nor sidestick input. And thanks to load factor demand, pitch will remain constant as well. Does the C series have something similar to that? or the to the 777.
13) Weather radar stores a 3D picture which both pilots can view in different ways at the same time by using two separate set of controls. The ND will display ON or OFF path weather. (you have to possibility to only see the precipitation that is at your flight level). Also the tilt knob allows pilots to display the weather according to an angle (conventional way) or a flight level. (320 option which Spirit took. Unfortunately DAL didn't)
14) ACUTE (airbus cockpit universal thrust emulator) analyses thrust parameters and translates them into a percentage of thrust available. No more controlling the engine with N1 or EPR. Pilots will always know how much thrust they are using and how much is available in relation to the max 100% available.
15) not sure about that one: It seems as if the EFB is fully integrated into the A350's Nd's whereas I noticed in videos that C series cockpits have an IPAD attached to the side window like we do on 320's, 737' etc..
All right, time to get some Xmas dessert.
Merry Xmas everyone.
This is inevitably going to look like a d##k measuring exercise but it's everything but. I am just curious about the C series.
So I am going to list some of the new features I know exist on the A350. And hopefully, you can tell me if they exist or not on the C series.
Also, A350 gurus, feel free to correct or add. I am not rated on the plane and only have a few magazines and a FCTM.
1) Is the C series completely paperless? The A350 is finally almost completely paperless with most procedures being performed as an e-checklist. Some procedures are not sensed by ECAM and have to be performed with the QRH/FCOM/OEB.
2) Brake to vacate allows pilots to select a given taxiway before landing and the autobrake will bring the aircraft to 10kts within 65m of that taxiway. That same system will alert the crew if the runway becomes "TOO SHORT"
3) ROW/ROP Runway overrun protection/warning. Those systems will alert pilots if the runway is too short prior to take off and/or landing. (320 option)
4) RAAS: Runway awareness and alerting system. also called RAP I think. Alerts the crew with a synthetic voice and a ND message when "APPROACHING RUNWAY 26L" or "ON RUNWAY 26L" (320 option)
4) TCAS avoidance maneuver executed by Autopilot.
5) Emergency descent by autopilot. I know the C series has that feature already.
6) There is a trim tank in the THS of the 330/340. This is used to maintain cruise CG in the optimum range without using aerodynamic trim, IE. drag. On the 350, this is now replaced by adjusting wing camber by extending leading/trailing edges +/-4 degrees in cruise. This also lead to weight reduction since all the fuel piping is now gone.
7) Use of composite materials allows lower cabin pressure altitude of 6000ft (?) which allows higher humidity and wider windows. I imagine the Cseries has the same feature.
8) 2 hydraulic systems of 5000psi each. again less piping, less weight.
9) V-nav. new to the Airbus line but already great on the Cseries.
10) FLS: FMS Landing System. RNAV approaches are now flown following an F-LOC and a F-GS. I believe the goal was to make all approaches similar to each other in terms of operating procedures. (320 option)
11) APU auto start in case of ALL ENG. flameout.
12) The 350 doesn't have a fully automated rudder compensation system in case of Eng. Fail. on T/O (as in the 777 for example) but all Airbus aircraft will be stable and safe after an EFTO: the flight computers will establish a bank of 5 degrees with no rudder nor sidestick input. And thanks to load factor demand, pitch will remain constant as well. Does the C series have something similar to that? or the to the 777.
13) Weather radar stores a 3D picture which both pilots can view in different ways at the same time by using two separate set of controls. The ND will display ON or OFF path weather. (you have to possibility to only see the precipitation that is at your flight level). Also the tilt knob allows pilots to display the weather according to an angle (conventional way) or a flight level. (320 option which Spirit took. Unfortunately DAL didn't)
14) ACUTE (airbus cockpit universal thrust emulator) analyses thrust parameters and translates them into a percentage of thrust available. No more controlling the engine with N1 or EPR. Pilots will always know how much thrust they are using and how much is available in relation to the max 100% available.
15) not sure about that one: It seems as if the EFB is fully integrated into the A350's Nd's whereas I noticed in videos that C series cockpits have an IPAD attached to the side window like we do on 320's, 737' etc..
All right, time to get some Xmas dessert.
Merry Xmas everyone.
No doubt the A350 is impressive, and it contains a number of improvements (vs. the A330) learned during the development of the A380 - for example, the break-to-vacate system is widely used on the A380.
Yes, I believe the CSeries is paperless. The Collins ProLine Fusion system used by the CSeries is hugely successful and used on many types of high-end bizjets like Bombardier Global 6000. No surprise that Bombardier has decided to use it on the CSeries as well. Here is one source of information that should provide additional systems information:
https://leehamnews.com/2016/04/29/bj...ight-controls/
and if you want to learn more about pilot impressions of the CS300 (including systems), you can see the following video link that someone just forwarded to me:
airbalticcs300
Recall that the CS100 was designed to land at London City (steep approach and short runway). For that reason, use of a HUD would be ideal for approaches into short runways. Word is that Delta may not opt for the HUD - that's too bad!
Last edited by David Puddy; 12-25-2017 at 03:28 PM.
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