One thing that's forgotten here is that on the bus at 50' radio altitude it starts coming out of Normal and goes into ground direct or flare law at this point your sidestick inputs are directly to the control surfaces. And you can place it into a forward slip ie; crosscontrol. Landing the airplane in a cross wind is just as Breckster mentioned and is the technique we teach. With the loss of both radio altimeters the bus goes into direct law when the landing gear is extended. Which as it implies sidestick movements go right to the control surfaces, and allows one to cross control. What must be remembered about Normal law, is your asking for a load on the control surface which the flight control computors limit. All this airplane wants to be at is 1G in flight. Also after takeoff the bus blends into normal law from ground direct law. This all starts happening at 50' radio alt. And it's possible to cross control during takeoff. You just have remember when this thing changes from your normal airplane and into a big Aircoupe.

MD80ZDriver

 

Whats being described here is called mechanical backup. The rudder is a mechanically connected to pedals, you have THS trimming and engine thrust for control. It's there to allow you to control the aircraft while you restore flight control computers. I wouldn't attempt to fly an ILS in mechanical backup. Nor do we ask to see it demonstrated on a Type ride. Stalls and steep turns are not demonstrated either.

 

I'm looking at choosing the A320 over the B-737. Are there any new/updated info, facts, or opinions since the last post in 2008?

I'm more concerned about tough XW inputs/landing with a sidestick vice a yoke - Any thoughts? I found something on the web stating the Bus limits AOB to 10 degrees in the landing mode?

 

I think the 10º you're referring to is the tail strike limitation in the 319/320 and 7.5º for the 321. There have been tail strikes and there isn't a pitch limit like that imposed in landing mode. As for crosswind landings, you're just stirring paint (side stick to the limits left and right) but they always seems to work out fine. I've enjoyed watching the 737 guys come over to the Airbus as the 737 was retired, push-pull-push...push when they were trying to manage their descent. In the end, though, the bus is a much nicer environment, it lowers your stress (once you accept that the French way is, well, different) because you're comfortable and it does its job nicely. If I were really here to be a pilot and fly a real Boeing I'd bid the 75. But I'm not. I'm here to do my time, keep my stress level low and go home. Another joy is having room for your bags and the bags of 3 others. Bid what's easiest and most comfortable, that's my suggestion!

 

Bid the plane that gives you the best QOL. Seniority, RONs, type of flying. If that's all the same go for the Bus. I've never flown the Bus but I have many hours in the JS. I've flown the 737-200,-400,-700,-800,-900,-900er for the last 20+ years. The 737 is a great plane but ergonomically inferior. The Bus has a great cockpit. Very comfortable and quiet. Lots of room for bags etc. the bus drivers can explain the weird hydraulic noises that come from the wheel well on the ground. The 737 cockpit was stolen from the 1950's (same geometry as the B-707 ) then candy coated over the years. Boeing should have redesigned years ago and made it like the 757. Rumor is that the previous technophobes at WN protested and because the were the largest 737 customer. Boeing decided not to disturb the 1950's cockpit geometry. WN guys chime in here for clarification.

 

Allez avec l' airbus!

 

Thanks for the feedback Gents - All good stuff! I'm 90% sure I will go with A320 and partly because I think it will give me the base I want (IAD or DCA) and better QOL living in Northern VA with no commute.

I've always been a pretty good stick and rudder guy so I wanted Boeing mostly for that reason alone. Im sure the A320 has its advantages. I just gotta learn the "Bus Laws" .

Just glad for the opportunity with United - Truly Blessed and fortunate.

 

Sorry I must chime in here. At 50ft RA "flight mode" changes to "pitch mode" with respect to pitch control only. The system memorizes the attitude at 50 feet, and that attitude becomes the initial reference for pitch attitude control. As the aircraft descends through 30 feet, the system begins to reduce the pitch attitude,
reducing it to 2° nose down over a period of 8 seconds. This means that it takes gentle nose-up action by the pilot to flare the aircraft. Normal law is still in effect until touchdown at which time "ground mode" become active, with the direct relationship of ailerons and elevator you described.

As far as cross-controlling during crosswind landings, during the flare, rudder imput should be limited to "de-crab" the aircraft while maintaining the wings level, with the sidestick in the roll axis.

 

It's still normal law. Different mode. It goes from Normal Law - Ground mode to Normal Law - Flight mode. Correct that the relationship changes from a direct to a commanded roll rate (turn) and load factor (pitch) but it's still normal law with different modes.

Same thing coming to land through 50 AGL it will transition Normal Law - Flare mode.

There is no degradation to another alternate/direct law, just a mode change (ground to flight and flight to flare mode). The changes mentioned above are correct.

 

Don't overthink it. It lands fine in a crosswind. Rudder to align with the runway and aileron to level the wings. Just like any other airplane.