I'm not rated in Boeing but in other types that have moving thrust levers, and for the life of me I just can't see how not having to look away from the PFD to know what the engines are doing is not going to be benefitial in bad weather, particularly when the A/T in Airbus is sometimes slow and inacurate maintaining the speed. You should look at the speed trend arrow on the PFD and the engine N1/EPR gauges anyway, so moving thrust levers tell you very little extra and add complications with TOGA etc.So, this is how it works? Have to look at the speed trend and the N1 display? Oh thank you Sir, I would have never figured that out on my own.
#A350 FLIGHT DECK MANUAL#
Like the stuff i mentioned above, and pf course other design choices like the inability to use use managed vertical modes on heading, the inability to start a descent at TOD on its own or the impossibility to fly an RNAV or overlay approach without flIght directors.ĭon‘t get me wrong, i still like to operate an A320 as other aspects are quite nice, but it certainly lags behind others in some aspects.Īnd of course i would call any car with a manual clutch and gearbox dated, there are perfectly fine automated double clutch gearboxes out there if you really still want to drive a combustion engine, personally i switched to electric 8 or so years ago. In my view the airbus systems are not class leading in some regards. And yes, some physical attributes of those avionics as well, like those tiny and dim screens. No, i did not call the whole flight deck of the A320 dated, just some aspects of the avionics suite which is after all more than 30 years old without any major update. Oh my, reading comprehension seems to be a lost art for some.
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