Boeing vs. Airbus
07-29-2011, 05:59 AM
#61
Gets Weekends Off
Joined APC: Jan 2008
Position: blueJet
Posts: 4,511
Originally Posted by KC10 FATboy
The A380 wing failed 3% BELOW the 1.5 X Ultimate Load requirement.
Did you hear about the tray table???!!
07-29-2011, 06:22 AM
#62
Gets Weekends Off
Joined APC: Apr 2009
Position: What day is it?
Posts: 963
Originally Posted by Boomer
Premature structural failure is no criteria on which to judge an aircraft.
Did you hear about the tray table???!!
Did you hear about the tray table???!!
07-29-2011, 09:14 AM
#64
Gets Weekends Off
Joined APC: Oct 2009
Posts: 224
Originally Posted by sailingfun
The Airbus series of aircraft from the A320 on only operate with the autopilot on with the exception of the transitions in TO and Landing where the aircraft is in Direct Law for a few moments below 50 feet.. You can shift the autopilot operation to the sidestick however you are still in CSS mode. (Control Stick Steering for Boeing guys, airbus calls it flying). In that mode you simply command a given pitch and bank angle for the aircraft. The autopilot maintains your pitch and bank commands regardless of airspeed or varibles. You can get the same effect on a Boeing by selecting CSS. The airbuses only revert to Direct Law if a major series of malfunctions occur that would disable the autoflight system.
Do you actually fly a Boeing ? You've proven that you know very little about Airbus already.
It's called Control Wheel Steering (CWS) in a Boeing. You can easily identify the buttons. They're labeled "CWS" ....
Too much union work and not enough flying Sailing ?
08-03-2011, 06:21 PM
#65
Snakes & Nape
Joined APC: Nov 2006
Position: B-767 Captain
Posts: 775
I Can't Find It ??
Originally Posted by RCD73
Do you actually fly a Boeing ? You've proven that you know very little about Airbus already.
It's called Control Wheel Steering (CWS) in a Boeing. You can easily identify the buttons. They're labeled "CWS" ....
Too much union work and not enough flying Sailing ?
It's called Control Wheel Steering (CWS) in a Boeing. You can easily identify the buttons. They're labeled "CWS" ....
Too much union work and not enough flying Sailing ?
The only "CWS" I've ever seen on a Boeing was on the 737-200, which actually did have Control Wheel Steering.
I think you've been listening to the wrong group of friends or just don't know jack...
Good Luck in aviation, and G'Day
08-03-2011, 07:30 PM
#66
Gets Weekends Off
Joined APC: May 2009
Posts: 254
Originally Posted by johnso29
Nice!!!!!
Does anybody no when they finally closed that place down?
08-04-2011, 06:29 AM
#68
Line Holder
Joined APC: Oct 2008
Posts: 31
08-22-2011, 01:21 PM
#69
Gets Weekends Off
Joined APC: Feb 2010
Position: A320/A319/B737 Sys Acft Maint Controller
Posts: 303
the rivet spacing is nebulous since boeing uses larger stringers and Longerons than airbus. the majority of the Boeing problmes were Manually induced when the paint shops used box cutters rather than phenolic scrapers to remove the sealant at ovelaping joints when the airplanes were re-painted so that particular problem should be coming to a sreeching halt. I've been a Maint controller for 9+ years on the 737 and 4+years on the A320/A319, The problems are particular to each airplane and either make them a Joy or a Pain in the A%$!! The Airbus is more highly monitored for faults than the Boeing so a pilot telling me something that's not backed up BY a fault is rare. On the Boeings Faults could happen more through pilot Mishandling of the airplane and the systems than by real faults though they do happen. The airbus has more faults for monitoring and everything displayed as a fault is not necessarily what it seems to be. Rather than an Autopilot fault, the primary flight display indicates "1FD1" for a #2 FMGC/Autopilot being inop or "2FD2" for a #1 A/P-FMGC inop, Air Ground Faults are neither straight forward nor easily recognized, Generator faults take many forms as well due to the airbus philosopy of NOT turning them off when flutting down which causes the Gen Control Unit to fail on a more frequent basis than on a boeing. United used the sunstrand APS2000 apu where Continental uses the Honewell/Garret GTCP98 . The Airbus uses the APS3200 apu which i think after working with both is pretty near Excellent until compared with the B747-400 Pratt apu which is essentially the PT6-50 engine which is as GOOD as one can get in my opinion. Airbus and the boeing have their own characteristics Faults and Flaws
I would fly EITHER most anyhere in the world. It's Not the airplane, it's the operator that makes a difference.
I would fly EITHER most anyhere in the world. It's Not the airplane, it's the operator that makes a difference.
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