![]() When things get rough in terms of weather the Boeing is far better in turbulence and crosswinds, for some reason the A320 flight control system can't quite get things right when the going gets really rough. To go from FMC navigation to conventional the Boeing is by far the best and so it a more flexible real world tool when things get changed at the last moment. The B738 FMC is a bit more user friendly with VNAV avalable in HDG but other wise these are much the same except with some earlier A320 FNC's you could execute a function with one press of the button.not a good idea. The A320 has the most comfortable cockpit by far, the systems presentation is light years ahead of the B738 and it also has a few very good features in the Nav system, someone commented on the Boeing heading bug above, I agree that Airbus have that one right! If you really want the nuts and bolts, has some good stuff on the 737 autoflight, taken from the FCOM.Ī lot of comments from one side of the fence or the other, I am currently type rated on both the A320 and B737NG. VOR/LOC also doesn't track the localiser in the way a human pilot would. VNAV is the mode most likely to get you wondering "what's it doing now?". The Autothrottle is pretty "dumb", and requires a bit of assistance from time to time. I understand that Level Change roughly equates to Open Descent in the busy, and VNAV to managed. It varies from pretty good to utterly rubbish, and does things in what can sometimes be a rather counterintuitive way.ĪPP mode - follows the glideslope on the ILS It does its best to maintain the descent path calculated by the FMC. Follows defined vertical paths, or descends at a speed. VNAV - several whole threads on this on its own. Vertical Speed (maintains selected VS using up to max N1 for phase of flight, speed secondary) Level Change (climbs/descends to MCP selected altitude using max N1 or idle thrust) The other two are "what it says on the tin" 737 is fairly old-fashioned from what I read about the A320:
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