A320 questions, DAL A320 lines
06-02-2010 | 03:54 AM
#51
Gets Weekends Off
Joined: Oct 2006
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From: L Side
Not in any 320/319 I flew. Guess you guys have vastly different software on your fleet. Even the pitch in Flare is slightly different than Direct to induce the pilot to flare the aircraft. Additonally, with light crosswinds, the remaining lateral stability in Flare mode will basically add a minor drift correction with light rudder deflection in x winds. At least for me in my 6000 hours on the aircraft. Bottom line, lead with rudder, see what Fifi does, add subtract with momentary lateral inputs while entering the roundout/flare.
Cheers
Lee
Cheers
Lee
The transition that may have been referred to before is on departure. On the ground the controls are in direct law (think flight control check) and is blended to flight mode via Airbus magic after liftoff.
06-02-2010 | 04:01 AM
#52
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Joined: Oct 2006
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From: L Side
The A300 doesn't maintain centerline during and autoland. To say it was an eye opener landing about 30 feet from the centerline on my first autoland is an understatement. You put runway heading vice localizer course in the heading window. It doesn't track localizer until after touchdown to get back on the centerline.
I know the feeling. Many of the guys I fly with now land that way. It scared the #2 out of me the 1st 100 times. Now it only scares the #1 out of me if I haven't used the lav recently
. Once on a wet runway with a direct 20 kts x-wind, the entire aircraft was on the downwind side of the runway.
06-02-2010 | 07:25 AM
#53
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But removing the yoke vastly changes the ergonomics of the cockpit, not the least of which is the ability to view the big screens, ease of access in and out of the seat and the pull-out table for lunch.
06-02-2010 | 07:29 AM
#54
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As for designing the pilot out of the cockpit, it reminds me of the complaint from aviators when they added a canopy. "YOU CAN'T HEAR THE WIND IN THE WIRES!!!" Funnier still is ALL the current front line fighters are FBW and you don't hear that 'designing the pilot out' complaint. ??
06-03-2010 | 01:27 PM
#55
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So there you have it. EADS will have sticks and clean, roomy cockpits, Boeing will have yokes.
06-06-2010 | 05:07 PM
#56
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From: B737 CAPT IAH
In the 777 design Boeing approached the airlines with what they wanted. The airlines responded by sending pilots currently flying wide bodies and likely an older generation. So the yoke came to the 777. When it was time to design the 787, I'm thinking fleet commonality and ego, a failure to come to terms with the fact that the 777 shouldve had a side stick from day one.
So there you have it. EADS will have sticks and clean, roomy cockpits, Boeing will have yokes.
So there you have it. EADS will have sticks and clean, roomy cockpits, Boeing will have yokes.
Lee
06-08-2010 | 06:28 PM
#58
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Joined: Aug 2008
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From: 777 Left
I have been on the MD80, 757 and A320. I agree that the 320 is nice and roomy in the front. I don't mind the stick to much and find it to be easy enough. But for overal feedback, I prefer the conventional yoke. I feel it provides an added layer of feedback. Even if there is no direct connection on the 777, Boeing went a long way to provide sensory feedback. To me, this makes sense. Yes the glass is there and yes you can feel the Bus, but not in the same way as a Boeing. I do not feel the Bus is a bad thing, just prefer the feedback of the Boeing IMO.
06-09-2010 | 12:44 PM
#60
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From: B757/767
Between 132-138 KIAS, and we can do RWY 4 in LGA and make the turn off before RWY 13/31. It'd be less with a full 319. You're looking at a max landing weight of 142.2 for a 320 and 134.4 for a 319.
Also, you may see a higher speed if there is a strong headwind on the approach because the Groundspeed Mini function will add the headwind component to the final approach speed to keep your GS the same as your calculated approach speed. It slowly backs it off to approach speed as your get closer to the ground.
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