Originally Posted by David Puddy

Recall that the CSeries is a "clean sheet" design and the designers could take the best aspects of both Airbus and Boeing airplanes. And the cockpit was designed by pilots for pilots - not just by engineers.

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!

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.

Originally Posted by Speedbird2263

As it relates to Bullet Point #9...how does the VNAV improve upon the previous iteration on Airbus family aircraft? 🤔

Originally Posted by sailingfun

Maybe it will work if in heading mode!

Originally Posted by forgot to bid

But why would you want that combo?

Originally Posted by forgot to bid

But why would you want that combo?

Originally Posted by contrails

Well, similar to how PROF is on the 717. It was occasionally nice to keep it in that mode if given a small off course change with the expectation of returning to NAV mode soon.

Originally Posted by sailingfun

To start with every time you fly into AMS!

Originally Posted by 80ktsClamp

No need... 3:1 mental math with a bearing/distance to EHAM18R (choose your runway threshold) on the Prog page and V/S mode will beat any VNAV on any plane every day of the week going into there.

It would be nice for it to be able stay in managed in off course vectors when expecting a crossing, though.