Boeing VS. Airbus! What I've learned as a PILOT flying the 737 and A330
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- Опубликовано: 2 июн 2024
- Boeing vs Airbus. Join me to explore the nuanced differences between the Boeing 737 and an Airbus model, through the experienced eyes of a pilot.
Having flown both Boeing and Airbus aircraft, including the 737 and A330, I offer unique insights.
Dive into contrasting cockpit philosophies, where Boeing's classic conservatism meets Airbus' futuristic innovation, complete with side-stick controls and a reassuring "fly-by-wire" system.
From control variations and landing dynamics to managing failures via ECAM and EICAS, we decode it all.
Discover Airbus' sleek "dark cockpit" concept and visualize enhanced cockpit comfort. Unveil the captivating contrast between Boeing and Airbus, and why the allure of one beckons us back. Don't miss out!
As always sit back and ENJOY!
Be sure to check out my pages:
Instagram // / pascalklr
TikTok // / pascalklr
behind the camera:
RUclips // @adamdnn
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Website // www.adamdnn.com
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Hey!
Really impressive video man, I really enjoyed watching it.
Great lighting, editing and it’s funny.
Well done
Hi Mentour
Hey mentour!
Thanks a lot mate!
I Appreciate it 🙌
Love your channels Petter!
Hi Petter!
As an aircraft mechanic that works 737, 787 and A320 family, I prefer working the Airbus. From a maintenance perspective, Airbus’s troubleshooting through the MCDU is much more intuitive than the 737. Also, the 737’s overhead panel looks like a dyslexic 12 year old with ADHD designed it.
"737's overhead panel looks like a dyslexic 12 year old with ADHD designed it" Im saving this and hanging it on the wall
The problems with 737 are many. First one, Boeing prefer to pay share holders than engineers. Second, the 737 is too low on landing gears, they should have continued the 757
I get your point, but even a B737-800 is much easier to work on than a B737-200 basic.
What do you think about A350 Neo ? Is it good to maintain ?
@@achaz_ The only opinion I have on the wide body aircraft is that they fly too far. KPHX to PHNL was my limit at 6 hours and 45 minutes. I prefer short to medium length stage lengths. As for comfort, the Airbus has a huge advantage with the tray table and no yolk in front of you, but if have to fly a 7-hour flight I would take a B757 or B737 (with new seat cushions) over an Airbus (does not matter on old or new, they just start hurting after about 4 to 5 hours).
Having 10,000+ hours on B737, B757 and B747 and 10,000+ hours on A320, A340-300 and 500 I would choose an Airbus over a Boeing every time, especially in bad weather.
You are in the distinct minority with that opinion...every pilot I've ever spoken to about the matter has said just the opposite
@@jeremyelford7926 Although I prefer Boeing aircraft, actually he isn't. I've been all over reddit, twitter, in youtube comments on aviation and many who has flown both companies aircraft said they prefer Airbus. I came across folks like @scottiebateman from twitter who flew the 747-400, then went to the A350 and said he would never willingly go back to Boeing. In a reddit post recently with a 737 vs A320 comparison, almost all of the pilots who flew both chose the A320. Of course I came across some who do prefer Boeing and for good reason. As far as choice in bad weather on the other hand, yea he's in the minority.
@@jeremyelford7926 I am not a pilot but have some pilots in my circle of friends. Some fly Boeing, others Airbus. And some have switched from one manufacturer to the other. One current Airbus pilot told me that he now felt like he was in Telsa after driving a Lada. Both manufacturers have clear advantages and disadvantages. But the pilots always respect each other's views. You, on the other hand, make statements here to make your favorite manufacturer look "better". And you know what, I don't believe you!!! You make a statement to get yourself and your opinion validated. You don't get it from me because of my experiences and conversations. There is no such thing as a better manufacturer or better System.
Troll
@donsland Why?
I always feel safer flying the Airbus.
The us government has corruption with the fed reg agencies perks revolving door and the congress campaign finance racketeering corruption where England does not.
Boeing is safer.
That comment is even truer now
Embraer >
@@mr.redneck2715yes Boeing is extremely safe, I mean VERY safe 💀
I've flown both as well. For a day to day tool IMHO the A320 beats the 737 hands down. Bigger, quieter cockpit with a tray table. Much easier to fly, requiring far less pilot input. Stall protection such that Winshear and Terrain manoeuvres you get maximum performance on the edge of the envelope. Automated systems so it's much easier to configure. Autopilot rudder control enabling CAT3B to 75m RVR and yaw protection in the event of an engine failure. I agree that the 737 is more rewarding to fly, BUT if you're doing it 10 hours a day, 5 days a week then the Airbus wins hands down IMHO. Colleagues from similar backgrounds would call the 737 'The Tractor'.
I had the pleasure to fly B 737 and A 310 and I'm shure, you would love the A 310.
In my opinion, it combines the best of Boeing and Airbus. You have the moving Throttles, the „normal“ Yoke and the ECAM System.
Just perfect, but I know, an Oldtimer right now... :(
Would have loved to fly the 310 but i guess that's never going to happen.
Have a good day ✌️
@@Pascalklrstill about 50 are flying
@@snailwt i saw one of them a few weeks ago
I flew the A310, the 320/30/40 as well as the 757/67/77.
Never got warm with the A310, even after 2 years. After transitioning to the 767 I felt like at home after two months.
The 757/767 are very similar.
"Boeing is like a christmas tree" got me😂😂😂😂
😂
I am going to add that Airbus will start implementing force feedback to their side sticks in the future aircrafts, meaning that the pilots side sticks will now provide feedback according to the handling of the plane but also from each others inputs. I believe some of the new A320XLR of which the first few are currently in the final assembly lines in Hamburg might be using them, or they will in the near future
"Active Side Stick" 👍
How will it work? I've already had the 777 fbw system explained to me.
@@ryanlittleton5615 basically you have small electric motors that can control the side sticks
@@vizenderThat'll be interesting with the Airbus' auto-trim.
As a retired Boeing Flight Analyst, I'm impressed with the accuracy of this video. The diffrences between companies may be related to philosiphy. Airbus seems to work hard to eliminate pilot error. Boeing: warn the pilot, but allow that the pilot may know something the computer doesn't such as emergency evasive manovers. Also modern Boeing airplanes do have digital checklists.
Both approaches can be valid depending on the situation. One might save the day, while the other fails and vice-versa.
However, according to FAA most of the incidents are caused by human error. Some sources point to 80% human error on aircraft accidents. That easily points which is the right direction.
I usually say that it would be very hard to accept any fatalities due to "computer error". ...but if the same computers, help save from the majority of the accidents, we just have to keep improving the computers and the software along with better training for the pilots, because we're also seeing pilots forgetting how to fly when the computers are not available for some reason.
Airbus can as well in Alternate Law, so in emergencies it's different.
My complaint on the airbus. When the pilot moves the ailerons the copilot controls also move. On the 747. Where on the airbus they're independent and not as safe.
@@miks564my problem there. The pot should be superior and always flying the plane. Pilot. And the computer always subordinate. The pilot always knowing what's happening where the computer never out starts ir confuses the pilot. Only my opinion. Ou
Out smarts I mean.
Only other thing my dad was a Boeing engineer. I miss my dad.
The workload in the Boeing is simply higher, Airbus because it’s less workload provides greater time for the pilot to work through failures. Which in turn makes its safer.
When we are comparing a 60s designed aircraft to an 80s designed aircraft there really isn’t any comparison. The yolk connection argument and throttles moving argument has been used for years by Boeing pilots and fan boys, but in reality it comes down to what you are accustomed too and embracing a change. There is no advantage other than what you put in your own mind. Airbus wins for me all day.
Do you work on them?
Flown them both in the simulator
Was flying the 777 for 3 years and now since 2 years on the 320. I have to say, airbus wins in every point EXCEPT the A/THR. It‘s just to inconsistent and not exact enough - not even mentioning this awesome table 😂
😅 i can relate!
I went the other way (A320 to B777) and found the 777 to be overall better. Agreed on the Athr though, I really like the Boeings ability to give it a nudge up or down on a really windy day… Airbus it’s either in or out.
Ok I’m. Not a pilot. But with everything computer controlled vs Boeing being more mechanical I feel the old school way being mechanical is a little more fail safe as long as it’s maintained properly
@@davidsteckley8846 Um, the 777 and 787 has computer controls (FBW) too like a FBW Airbus. Just saying.
@Pascalklr as a flying public, if I can help it, I would not fly on anything named 737.
I have flown both Boeing and Airbus.….And this young man( I say this with all respect..I’m an old guy with 24000 hours) is spot on!
Each type has its good points and ok points. I enjoyed each type...
Over all I prefer Boeing….The 757 is a real hot rod but the 767 is the sweetest flying machine.…finger tip handling and very comfortable.✈️
You choose old planes because you are old 😅
Subscribed! I love your enthusiasm. Being an ATR pilot for two decades, I prefer Airbus over Boeing simply because ATR and Airbus share same philosophies. I have flown A320 and B737 simulators, and both are incredible. But if I had to choose, well, then it would be a Piper Cub.
Thanks mate 🙌
Next week I’m going to be at my first day as a pilot student in Denmark ,you video made me more ready and prep for what I’m going to do for next 2 years and you are like my motivation for being pilot.thank you and wish you the best🙏❤️
That means a lot my friend! Thank you very much. Enjoy your next chapter mate! 🙌
Er der nogen mulighed for at høre din historie.og Hvordan du blevet pilot og hvem du skal flyve for :)
I would really like to hear your story on how you are experiencing your studies.
do u have a degree
As someone who is about to start an integrated course to become a pilot next year I absolitely love your vids, keep it up!
Thank you men that means a lot 🙌
Very interesting to hear a pilots view….as a passenger I really enjoy your explanations of how things work !!
Dual yoke control can be a valued asset while training a junior pilot. They feel each others controls.
And now they only get to touch their own stick 😭
While this is a compelling argument, I guess that when you do a type rating on one of these planes, you have definitely seen your fair share of smaller trainer aircraft (and simulators) where such very direct training is valuable. I only fly gliders, but with more advanced student pilots, you typically rather verbalize the instructions/guidance. That being said, it might be feedback to the FI.
Loved the airbus system. But being old school pilot I missed the yoke for two reasons, the artificial loading feel and knowing what the other pilot yoke input is
As a non pilot living in the US, I grew up a fan of Boeing. Today I honestly think I’d feel more confident on an Airbus given Boeing’s track record over the last several years. I hope Boeing can recover and move past the awful culture they’ve had for years in regards to safe aircraft. I don’t want to fly in a max. It never should have been built.
Awesome video! Really entertaining and informative especially for a casual passenger being a flying enthusiast 🤩 Great job, subscribed immediately 😋
Loved the video, and definitely, we have to enjoy the 737 while it lasts, it’s probably the last generation of airliners in which you actually fly the airplane and not the other way around
I spent 6 years flying the 737 (7/8/Max8). Now I’m on the Airbus A3(19/20/21/21NEO). I don’t miss the 737 at all. [sidenote regarding thrust levers: I don’t see why they couldn’t also move on the Airbus. My guess is that Airbus levers don’t move because it’s cheaper, less complex, and lighter to rely on detents and movement by hand. You get used to it. It only takes a couple of times of not “making a lollipop“ when disconnecting them before you remember to match the lever position with commanded engine output.]
I work for Boeing and really appreciate your comment. I think that is why Airbus is taking the market now. There are some good reasons behind it especially the design and culture of both companies. Boeing has been in the business long and they stopped innovating their product while Airbus has a lot of room to change things
TAROM Flight 371 maklles an EXCELLENT point why not moving Throttels make sense.
The mechanism that moves them is a potential failure source. The Tarom flight crashed BECAUSE the throttels move by A/P and every motorized mechanism has to be maintained and is prone to fail. In the Tarom case, one lever wasn't greased enough and didn't move as good as the other, creating asymetrical thrust that overwhelmed a copilot in the most workload-intense phase of flight happening with a medical problem of the captain.
This crash would 1000% shure not have happend on a modern Airbus because the throttle moving system DOES NOT EXIST. Failure mode ELIMINATED.
To be fair, the blue lights on the 737 overhead only light up when something is available (gens) or a valve is in the open position, which when I flew the E jet would display an EICAS message saying the valve was open. Everything else (besides the window heat for some reason) was dark during normal ops.
True! ✌️
Loving your videos, really insightful and enjoyable, always looking forward to what you're bringing out next
Ok, this was an awesome review. Really enjoyed understanding the substantiative differences in handling, controls, stability as such between the two aircraft manufacturers. Wow. Great stuff. thank you for doing this.
Glad you enjoyed it!🙌
That was a Really interesting video!! Did not know any of these differences. Agree completely about the thrust levers and ‘feel’. Important senses for a pilot!!
thank you! love your videos and the editing is becoming top notch
Thanks a lot mate i really appreciate it🙌
Live comments of a pilot about both companies and 2 their planes. Nice. When companies really understand their positive and negative sides. They can move to something better and together.
Brilliant, and funny at the same time. Nice video, and it's good to see an objective view on the differences from a pilot! I'm not a pilot, but an aviation enthusiast, so there's a lot of what goes on at the front of the plane that I don't know about, so thank you very much for the insight.
Thank you very much! Glad you liked it 🙌
A fascinating video. Thanks for sharing! Great job!
Glad you enjoyed it!🙌
Great commentary. I've been in the cockpit of both 737 and A320 in real life and in MSFS and the Boeing is definitely more "hands on" and raw feeling. A little more exciting. But the Airbus is definitely more comfortable and helpful. It's a bit like the difference between an old classic car and a Lexus. haha
That's a perfect Comparison 🙌
I'm not a pilot but I was thinking Mechanical vs. Virtual. The yoke vs joystick sums it up.
As a layman I completely understand why Pascal would prefer the yoke. It's more tactile, tangible.
Very good explanation , on gusty approaches it’s a no go to fly the plane ( fight the gust’s) because the computer in between the stick and the flight controls is moving the elevators to hold 1 G , the ailerons to hold constant bank , the rudders to prevent yawning , that’s all with max 45 degr. / sec and that is offen not sufficient !!! ( a CRJ has a roll rate of 140 der./ sec !!) so when a real PILOT ( not a airplane operator)try to fly this airbus , it’s gettin worse . They are so many mishaps with airbus ! EMB 170-195 , Boing 777 etc. they all have fly by wire with simultaneous moving thrust levers and control yoke’s . The computers only prevent tail strikes ( TO,LDG) stalls but they let the PILOTS fly the plane !!! Fore example , on a A340 , airbus wanted to build a plane without QRH ( norm,abnorm emergency checklists) the ECAM should cover everything ! In the end the QRH was so thick , it didn’t fit in airplane holder !!!! As a airplane operator or license holder ( office)you should fly a airbus and stay on the ground if it’s very gusty !. If you are a PILOT you can FLY all the other planes .
@@reinerressel975 The Hudson miracle where the A320 held a 7° pitch while descending perfectly invalidates your point. The computer knew this 7° angle was the safest to crash land and voilà, no casuality
@@reinerressel975 I'm not sure I understand your point. You start by saying, don't fight the gusts, which is correct if your flying fly-by-wire because the computers do that job.
So, why stay on the ground if its very gusty? You can still correct the flying path if the aircraft deviates from it, you just don't need to fight as hard as on old conventional planes.
With all the plane spotters out there, there are tons of videos online with very gusty approaches with all kind of planes, most of them probably fly-by-wire machines. - the others are old school and being replaced as aviation moves forward.
Beautifully done! Thanks! I haven't flown in 18 years and the only things I've flown briefly ( apart from training aircraft ) would be the King Air and a very brief stint on the 737-400. I always wondered about the mysterious Airbus....."autotrim" ( HeHe)...I'd say 'trim' is >the< thing that makes a fixed wing aircraft what it is.....I'd find it difficult to have the trim "done" for me....would kind'a feel left out of the loop....but it obviously works.....'cause almost half the world is flying the Airbus family....probably just a matter of wrapping one's head around it....
Recht herzlichen Dank und echt gelungener Clip!
Great video! Honestly I'm surprised that in TUI on the 373 you didn't have memory items for engine fire and you had to get the QRH out straight away like you said in the video!
We had Memory Items. Just didn't say it in the Vid... should have done so! Thanks mate ✌️✈️
10 minutes ago i was having a conversation with my brother about this topic and you just made this video thanks
That was fun to watch, the way you present it, so good😊
So am just starting flight school you really entertaining and helpful thank you for these vids you are really underrated
I think it's interesting seeing the different design philosophies behind the two airframers. With Boeing the Pilot seems to be treated with a certain kind of infallibility, whilst in Airbus, sometimes it feels like the designers consider the pilots more of a liability. Obviously somewhere in between, where the humans behind the controls can bring the sort of complex problem solving skills in an emergency that a computer cannot, is desirable, and given the stellar safety record of aviation these days, I suppose both manufacturers have managed to find that balance to some degree.
Well, it’s clear which is safer.
You know how many Airbus crash when the plane is in normal law? (all flight envelop protection active)
Zero.
All Airbus accidents happened when the plane is flying in alternate law either due to malfunctions so the plane gave back full control to the pilots, or pilot think he is smarter than computer and decided to disable the computer… didn’t turn out well.
You can’t even intentionally crash an Airbus in normal law. It won’t let you do it. The suicide A320 pilot, he had to disable the computer by pull out the circuit breakers so he can fly the plane into the mountain.
Also Boeing kinda already decided to go down the Airbus route and quietly adopted fly-by-wire. Newer design like 787 is fully FBW with flight envelop protection…
so 🤷🏻♂️
I’ll be honest, I agree, but I’m too scared of the Boeing lovers out there. I mean Boeing is a great company, they make great planes, but some pilots get angry at Airbus about this…
@@tonamg53Excellent points, with the disclaimer that I'm not a pilot.
I do love flying--whether in a 747 or Cessna 172--but I was disgusted with Boeing when the details of the Max disasters were revealed.
Their deliberate prioritization of profits and expediency over safety was unconscionable. It makes me want to boycott the Max, not due to lingering safety concerns (although in my non-expert opinion MCAS was a jerry rig to compensate for putting that new huge nacelle on a wing and fuselage not designed for it.)
I realize this wouldn't make one bit of difference to the company's execs. Perhaps it's silly. But I'm not sure how anyone could fully trust Boeing again, no matter how airworthy the Max.
@@tonamg53 "You can't even intentionally crash an Airbus in normal law"
So what? Somebody who wants to crash the plane, as you yourself mentioned, will simply just find a way to bypass this.
@@kentstallard6512 Boeing isn't a person. Over time old execs will move out and new ones in. They were an exceptional company before the MD buyout, and hopefully will become one again.
The main thing I don't like about flying the 320 is crosswind during the approach... While hand flying you can't just make one wind correction and leave it. I have 6000 hours in a crj900 and assuming the wind is steady you make one heading correction and it stays glued.
Great Video! Keep up the great work!
It is lovely how Pascal holds the Mic. And the content is competent too. Thanks!
Thanks a lot 🙌
How many 'likes' and 'subscribes' does he need to get to be able to afford a mic stand?
my mother actually also has that combo she has flown the b737 and since 2018 she now flies the a330 on klm
I am your fan since 2020! Great Video and a good explanation🤩
That's awesome! Thanks for sticking around🙌
Hi Pascal. Can you let me/us know wich pilot school did you attend and where?Also I’m wondering If you would recommend any other schools based on your freinds/coworkers experience? I’m looking forward to start next year and I need some help deciding.
Thanks as it was a fun podcast, and you obviously love your job.
Great vid as always
Airbus is great, but man do I miss the moving thrust levers from embraer. Especially during approach it is possible to override the a/thr for a few seconds if its response is too slow. With the airbus it's either a/thr on or off and when it's on it's quite a bit slower that the embraer's a/thr. Also the open climb/descent modes are quite sluggish compared to embraer's FL change.
Thank you so much for this awesome and really interesting video Pascal! 🤩😍👍🏼✈️😊
Great video, very interesting & entertaining ! - keep up the good work...😄
Thank you! Will do!🙌💪
Very good points and comparisons.
Very noice video👍👍 top notch work 👍👍👍👍 your channel deserves more views
Agreed
Thaaank you! 🙌
The Irkut MC21 has active sidesticks, which means, they are connected, but they also has force feedback. Airbus should also implement that.
On behalf of A330 passengers: thank you for your service. Any time booking a long haul flight I have my fingers crossed for A330.
Thanks 🙌
If I was ever told I would be getting on an A330, I would reschedule/cancel my trip. I would much rather take a 767, 777, or 787.
@@thebrain7441 Let me guess, Air France 447 the reason?
@@CoasterGuy787 No, as an American, I simply do not support Airbus.
@@thebrain7441 Oh, well, alright.
I heard usually for takeoffs and landings the cockpit lights must be off so the eyes can adjust. But sometimes i see some aircrafts where the cockpit is lit even during takeoff and landing. Im not sure is its because its being recorded so they want viewers to see whats done inside but are there some exceptions to that rule?
We always have the cockpit lights of during landing and takeoff at night hours.
During Pushback we have them on so that the ground personal can see our hand signals 🙌
@@Pascalklr oh okay, thanks a lot🤝🏼
The latest Boeing Max 9 had the cockpit door blow open and the checklists blew out of the blown out door. It was delivered 2 months ago.
Over my Career I was fortunate to fly Lockheed Douglas Bombardier Boeing and Airbus.
Many 1000s of hours on Airbus and Boeing.
I much prefer the newer Boeing aircraft. In my opinion the design is superior as is the handling.
The Widebody Boeings have gigantic cockpits.
The Auto flight systems are more straight forward and the moving throttles are essential to good situation awareness.
Remember the basics. Attitude and Power are the basics of Instrument flying.
With Boeing you always know immediately what your engines are up to.
My favorite aircraft is the 767 ... with the 777 300ER and 200 LR close behind.
Just one guys opinion.
If your just out of training on Airbus it is a more confusing aircraft until you learn all the gotchas.
Hey Pascal ich wollte dir etwas fragen. Ich will unbedingt Pilot werden aber ich hab 3 Probleme:
1) Ich habe höhen Angst
2) Kann mich nicht konzentrieren.
3) Meine Augen sind nicht die besten auf Weitsicht.
Wie kann ich das verbessern?
Ich könnte Dir Antworten zu Problem 3 geben. Ich würde aber gern erst von Dir wissen, wie alt Du bist und ob Du selbst schon Ideen zu Problem 3 hast.
@@skayt35 Wieso willst du mein alter?
This was very entertaining and interesting. Thanks. 😆
Always a pleasure✌️
I've been flying an airbus A320 family for a little over a year now. Never flew a Boeing but I've probably got a few hundred hours worth of jumpseat time in a 737. Flew Embraer 175's for six years. It's crazy how I've already forgotten about things like manual pitch trim. I do agree with a lot of the points you made. The lack of interconnectivity in the sidesticks sucked when I was learning how to fly the thing, particularly when flying into gusty conditions. Having that visual representation was nice and was sorely missed...I actually needed additional OE in the airbus because my landings sucked. The thrust levers not moving doesn't really bother me. They Embraer had autothrottles that moved but at times they were completely stupid and I'd have to override them. Never had a problem with the autothrust in the Airbus.
But for me, the pilot comfort of an airbus covers a multitude of sins. Being able to spread out, the tray table to have all my notes and everything right in front of me on the ground and to eat my crew meals in flight like a human being, taking the headset off in cruise, all of that is worth the faults of the Airbus. When I started with my current airline I was based in NYC and often did transcon flights to LA and San Francisco in an Airbus. In the winter, going from NYC to LA was like 6 hours. You can do 6 hours in an Airbus A321 cockpit no problem. I could not imagine doing it in a 737 cockpit.
Nice video, realy. How does the supervisor safety control software work on the Boeing versus Airbus?
Excellent!! Thanks very much!
Glad you enjoyed it!
As a passenger perspective I feel safer on an A320 rather than a 737NG. I'm also a MSFS enthusiast who logged 2000+ hrs on Fenix A320 and about 500 on 737NG and the amount of things that the A320 simplifies really amazes me, and if you put that in the context that the A320 was born in 1987 I'm absolutely flabbergasted.
All this to say: in my point of view, everything that can simplify the work of the pilots is welcomed. Especially for short haul ones, that have to get through checklist multiple times a day. Thats the reason I personally, as a passenger and MSFS simmer, prefer the A320 (which is more spacious and quieter than 737).
Same
As a passenger I had a connecting flight with the first leg on an A320 and the second on a 737-800. TBH, in the 737 it felt as if we were going to run out of runway before getting the wheels off the ground. It seemed to take that much longer. Never noticed it before or after, but haven't had any more back-to-back flights as these either. But the result is that I now automatically think of A320 as the more powerful and thus more reliable plane.
@@lroke2947 Maybe the 'eternal' takeoff run was under hot and high conditions? Both have a lot of influence and also the load, of course. For every takeoff, the length and speeds have to be calculated.
@@gottfriedheumesser1994 Nah, It was Frankfurt either early December or late March. The A320s were Lufthansa, the 737-800s SunSomething (SunExpress?).
@@lroke2947 Laut technischen Daten sollte da kein wesentlicher Unterschied sein, bei MTOM sind bei beiden 2100m zu erwarten.
Coming from Petter who is the gold standard of aviation videos that's a real compliment.
I saw an A320 flying at almost 90º banking, in an airshow, and very close to the ground, so I suposse you can overcome all the automation and fly it like a plane.
This is the best Airbus vs Boeing comparison video I've seen.😀
What about the 777 et 787? Do you know if they more automated like an Airbus in general or still like a 737 from a pilot perspective?
The 777 and 787 are quite a bit more automated. The 737 is designed to be a simple, rugged, reliable airplane that is easy to maintain and dispatch, especially in remote locations...
As a passenger, I 100 % prefer the Airbus. Specially the A350. In May I’m flying to Bangkok from Brussels. First leg B787, second leg B777. In November again, but than all 4 legs with the A350. Brilliant
Im 16 years old and my biggest dream is becoming a Pilot and your vids really show me what i need to expect when i finaly get into flight school. You got My SUB
Thanks mate i really appreciate it!🙌
How often can a pilot get to fly 2 similar aircraft types. Ive seen some pilots certified for 777 and 787 series or A350 and A330 series. Im sure It'll require maybe different training but is it recommended? You know, different kind of systems somehow.
in europe, EASA certified 777 and 787, also A330 and A350 as common type rating, meaning if you are rated for 777 , it would be written as 777/787, same as A330/A350. If you are rated to fly 777, you can fly 787 with very minimal training just pointing out the differences between the types, same with A330/A350, this is because of how similar the system and cockpit layouts are, and Airbus has been known to have very similar cockpit layout and aircraft systems from A320 family all the way to A380.
While the types are certified for this, it actually still comes down to the airline, British Airways 777 pilots don't fly 787, and vice versa, and I heard that's the case for Air France too. Also in the US, FAA doesn't certify 777/787 and A330/A350 as common type rating. Outside of Europe and the US, it depends on the local authority and the airline too. In some airline, they do what's called "mixed fleet flying", basically giving some of their pilots qualifications to have 2 type ratings, one of the most common is A330/A340. Many airlines who have both A330 and A340 in their fleet will have their pilots fly both, Etihad even gave choices for their pilots whether they want A330/A340 or A330/A320 mixed fleet, I know a former Etihad captain who used to fly A330/A320 for Etihad. Cathay A330 pilots also fly A350, some JAL 777 pilots also fly 787, while ANA keeps 777 and 787 pilots separate (but interestingly, they do A320 and A380 mixed fleet flying, meaning their A380 pilots are actually dual rated A320 pilots!). In the end, it all comes down to the airline and local authority.
@@FilipusWisnumurti oh okay, thanks👍🏻🤝🏼
@FilipusWisnumurti Very interesting! May I ask if this information was sourced from some forums, or was it accumulated over many years of conversations with the line pilots? Fascinating nonetheless
Couldn't have said it better thanks 🙌
"Ah ne ein Punkt fehlt noch was soll ich dazu jetzt sagen" 😂
Super Kanal mach weiter so!❤
Surely you had certain ‘memory items’ when flying the 737, including ‘engine fire’ which has you shut down the engine from memory (with confirmation from PM) before you go into the slower procedure of following the QRH?
Can't argue with these points. That ECAM is something very nice
I am an Airbus pilot now. But have a job offer at all 73 operator. And while I’m still deciding what I want to do but I’m kinda dreading the 737 position simply for the pilot comfort, and no ecam reasons. I think no matter where I’m at I’ll always choose Airbus
My airline is all Boeing…lots of happy pilots here
Transitioning from Airbus to Boeing is fairly easy. Boeing to first Airbus is difficult.
Comparing diff. Generations. Modern Boeings inc legacy 777 have fbw and electronic checklists. Boeing respects pilot abilities and need to override the system if neccessary and enables an overall better awareness of whats going on in cockpit and with the aircraft.
interesting to see the human factors philosophies in Boeing/Airbus vs. nuclear power plants (which don’t have or need any controls to provide tactile feedback).
You came to Airbus from Boeing so i can understand why you like hand flying the Boeing better as that's what you are used to. There is absolutely no comparison in hand flying as Sidestick + Auto Trim makes life so easier. Seen and trained previous Boeing pilot that struggle a lot with a sidestick cause they simply don't understand the Aircraft and still fly it like a Boeing. You are spot on about the Boeing but definitely not about the Airbus.
Ryanair cadet pilot atm im doing my integrated training and when anyone asks me my fav aircraft it simply the 737 ir 757 as a true pilot.. mayne a330 as longhaul.. you've basically lived my dream
Just two beautiful aircraft 🙌 enjoy your training mate ✈️✌️
@Pascalklr cheers m8 been following your insta since a long time now im on my way to the flightdeck 🤙🤙
Something I've always wondered, in an Airbus, say you are in an emergency, does the plane allow you to go over the limits, say overspeed or steep climb past 15 degrees ?
No. Not in normal law.
I see you already got the answer 💪✈️✌️
Not in Normal Law.
There are 4 Laws in an Airbus :
- Normal Law when everything is fine
- Alternate Law => Gives your more leverage in your decisions
- Direct Law => Your decisions are no longer limited by the. So, yes under this law you have full control.
- Engine Out Law => A special law to make life easier in case of trust imbalance.
@@SayAnytime Where did you get engine out law? Such a law do not exist. Yes the FBW will help combat the thrust imbalance, but there is no engine out law. Only the first 3.
To be honest I’m only just learning about the difference in aircrafts. This is very interesting! Is it correct then to describe that flying a Boeing plane as more hands on experience? So if some computer systems fail on an airplane, a trained Boeing pilot would be more likely to save the aircraft rather than a trained airbus pilot?
I appreciate features of both aircraft. The managed modes of the Airbus are really nice for descent to landing. I wish the FCU were more reflective of what the airplane is doing. It’s hard to look at a black screen with a dot and wonder what it’s doing, but the MFDs and visuals are clear enough to clue you in. I have come to appreciate both design philosophies.
From your experience, it sounds like that Boeing (at least with the older planes) seemed to be a more "pilot-ly" maker, whereas Airbus cares more about making the flying experience and "idiot-proof". A bit like the difference between driving a stick-shift car vs. automatic transmission, which has a major difference in driver experience and connection with the car (these days with electric cars you can't even HEAR your own car).
the two old adages: "If if its not a Boeing - i am not going!" & "If its not an Airbus - i am taking the bus!" Airbus Fan - I flew the 777 as a passenger recently and they are noisy not bumpy - the A380 was smooth a baby bottom.
Interesting video for us non-pilots. I really appreciate your accommodation of the kids in the cockpit, that's cool.
The most important sounding items to me are as follows. I think the built-in checklist of the Airbus should be mandatory in all planes, plus a backup paper copy. I also think the captain & 1st officer controls should be locked together as independent control sounds unsafe, especially as Airbus averages the inputs.
Thanks for the insightful video!
Totally agree. I was thinking the same thing: the checklist display on the Airbus is a no-brainer. I wonder if Boeing will incorporate it?
Also the paper backup as you mention. But the QRH has been a physical problem on flights where cockpit depressurization has occurred, with pages or the book itself strewn around.
@@kentstallard6512 For the 737 they won't. The Boeing 777 and 787 have electronic checklist. One thing PascalKlr didn't mention is while yes the Airbus displays checklist for certain stuff like engine fire, not all of the procedures has the complete checklist on the screen. Pilots who fly the A320 and A330 families report having to consult the QRH and other papers to find and complete more procedures that weren't displayed on screen where as on the 777 and 787, everything is on the screens. The A380 and A350 rectified that tho. Has everything on the screens like the 777 and 787.
@@CoasterGuy787It might depend on what generation of Airbus family we're talking about: CEOs vs NEOs. The NEOs have modern up to date cockpits.
@@miks564 Well, yea. I was talking about the older models. Not sure if the NEOs have the updated checklist with more info. The ones on the older versions left alot to be desired according to some pilots.
I just don’t think there will be another plane quite like the beautiful Boeing 747. I think Boeing is more pilot hands on and keeps them from relying so much on computer automation. I will never forget those videos of the airbuses not letting the pilot control the plane and crashing. Kind of scares me when pilots rely so much on computers flying the plane. Maybe I am wrong?
I completely agree with you brother!! I have flown both, now on A320… it’s Boeing 737 all the way for me. The stability in controls and thrust is incomparable, you have the aircraft in your hands in Boeing unlike airbus… which is just too much useless automation for me…
Sehr cooles Video! Kannst du mal eins zu deiner Zeit bei der EFA machen inkl Assessment usw?
Wird auch noch kommen 🙌
really good comparison!
737 RHS, I can relate anything over 2 hrs on a 73 the cramps begin, but the manual flying is so satisfying.
The Manual flying is worth the cramps 🤣🙌
@Pascalklr You must love the "Manual Reversion" possibility too?
@@sundar999 Manual Reversion and manual flying aren't the same thing...
@@jeremyelford7926 Manual reversion is manual flying on the B737. You control ailerons and elevator and you do it by manually flying the plane. You also can adjust trim manually. Please explain what you meant
I love the 747 - all generations.🙂
I am happy you like the ECAM. I am one of the Human Factors specialists who designs these ECAM alerts. ❤❤
That was a great video! I do have one question: The Captain was flying with his left hand only coming in on that windy day. I did not see a hand on the right side of the yoke. I know when I was a kid riding a bike I would let go and yell "Look, No Hands!", I assume this was not the case...😆
interesting....what would you say mate if airbus had force feedback on their sticks though? would that change your opinion?....you couldn't really "see" the other sides input but could certainly feel it.
And as an ATC ive noticed the long haul wide bodies - Airbus gets to its cieling faster and cruises rest of the way while Boeing does a not if set climbs and not seem to wana go as high as the Airbus A330s and A350s.. Getting to the destination from same departure point Airbus will be Flight level 380 or FL400 while Boeing is still FL 330 or FL350
Seriously though, this is the best Beoing vs Airbus video I've ever seen. My philiosophy as a passenger is this: for 99% of the flights I feel safer on an Airbus. However when the shit hits the fan, I'd prefer a Boeing pilot to fly manually. Air France 447 burns deep in my memory.
As a passenger, Airbus all the way. I am tall and those extra inch seat width on the A320 and wider cabin make a huge difference for me. A380 is the best passenger experience hands down.
What are the time ranges for short haul, medium haul and long haul flights?
Depends but I would say:
Short: 30 minutes to 3H
Medium: 3H - 6H
Long: beyond 6H
✌️
@@Pascalklr oh okaay, thanks
Why would Airbus not make the opposite side stick move with the stick commands inputted? That would seem to be quite possible? Could be done by force feedback I would assume.
Cause Airbus deemed it wasn't necessary in the past. Also due to worry about adding another potential failure point. It's unfortunate they didn't link them regardless.
You should fly tailwheel if you miss real stick and rudder flying.
True 💪
Just discovered this channel. Really nice video (and handsome and funny guy which is not bad) will be nice to see more😊
The missing feedback by joystick is the only critic was allowed to Airboss. The Bombardier A220 have it, and the Comac too. Bring safety.
Hey! My dream is to be a pilot and ur so inspirational!!! ❤❤
Moreee flyimg videos pleaseeee im starting aviation school in february
More will come soon 🙌
Just as an enthusiast I have always felt safer flying on airbus aircraft. I feel all those safety restrictions actually protect us from human error. Also I feel a Boing is a more profit driven company and are always willing to cut corners for a profit. Like the battery issues with the 787 and the mess with the 737 sensors that killed hundreds. 🤷🏻
If you're just an enthusiast I urge you to stay in your lane. Based on your statement, I gather that you have no real information about the issues the befell the MAX early on. With that as my operating premise, I will tell you that there was never, ever anything wrong with that airplane, either of them. The simple act of flipping either one of two switches would have rendered the stab trim powerless, thus allowing the aircraft to climb out and resume it's normal flight profile...it's not even a maintenance write up. In one instance, the company told the mechanic working on a similar issue the night before, to disable a safety feature in the aircraft in order to expedite the availability of the aircraft. In the other instance, underqualified flight crewmembers didn't follow the QRH. Boeing took the high road on both issues...there was never any problem with the airplane that basic airmanship couldn't overcome.
All companies are profit driven, otherwise they wouldn't be in business.
@@jeremyelford7926 You clearly don't know enough about the topic and I suggest you read more about it.
Boeing was indeed cutting a lot of corners with the MAX and yes, there were some serious wrong things about that aircraft. It's an old cables and pulleys old bucket, not one where we feel comfortable introducing computer flight envelope changes. Not on an aircraft that basically uses a single computer on each flight. ...much less, computer operation based on a single AOA sensor. If the sensor failed, as it did, there was no redundancy.
The MAX was a perfectly fine aircraft if they didn't introduced MCAS to avoid new type certification for the pilots, basically for commercial reasons, not security.
It seems you also expected the pilots to disconnect the automatic trim as if they knew about the MCAS, something Boeing failed to mention. ...and that's assuming it's normal that a plane suddenly decides to dive and if the pilots don't avoid it, the fault is on the pilots, not on the plane.
The thing is, even disconnecting the auto trim as you say, we're left with manual trimming an analogue aircraft where the forces can be very high on the surfaces. And in fact, on the Ethiopian accident, the pilots did switched off the the auto trim ...just to find out they weren't able to trim it manually. ...so they switch on the electric trim assistance again ...and the MCAS came up again ...and we know the rest.
Now, after the FAA forced changes, the 737 MAX is the first 737 operating two computers simultaneously for the needed MCAS redundancy.
Just out of curiosity, Airbus uses 7 flight computers on the 320 family since the late 80s.
@@miks564 I obviously don't know...hmmm. I've been a Maintenance Controller for 7 years for a company that operates the B737NG and B737M9 types, as well as the A320/321neo type, so I'm actually something of an expert on the reliability of all of the above, being as it's as it's my job to safely get them back into service, with 180+ lives depending on my candor in the matter. I've seen raw data on both incidents, and there was no condition on either plane that would've rendered the aircraft unsafe. Poor management in one case and poor airmanship in the other...
As far as all the neato computers and the bells and whistles the A320 series has, and has since 1857 or whatever you said, I'm struck by the one statistic that truly matters: the B737 is far more rugged, much easier to get off the gate in adverse conditions, and the fact that we operate in places in remote Alaska, and all of those routes are served by the Boeing 737; we tried Airbus's as far north as Fairbanks...we quickly pulled the Bus off and replaced it with a Boeing 737. At the same time, we've had Airbus's stuck in Las Vegas and Phoenix because it was too hot for them to fly.
My Boeing 737's get people home safely, and have been doing so since the 1960's...can't say that about an A320.
@@jeremyelford7926That only means we’re all glad that you weren’t part of the FAA investigation that found the serious problem with the MAX and the way MCAS was implemented. Something that for some of us is pretty basic once we understood the problem.
In your opinion, one computer acting on the flight envelope based on data from a single AOS sensor is not a show stopper. And the crews were responsible for not guessing they had to disable trim assistance to get rid of something they hadn’t been properly briefed upon.
That’s brilliant.
I guess Boeing thought the same as you and two crashes were needed to make FAA convince them otherwise.
As for your opinion of the A320 family, I leave it at that since there are now more A320 operating all over the world than 737s. And all over the world is not only on places where isn’t too cold nor too hot.
@@miks564 I don't see any Airbus's in Deadhorse, Alaska. We had A320's stuck in LAS because it was too hot for the fuel system to adequately atomize the fuel to support takeoff thrust.
Basic airmanship would've saved either airplane...Aviate, Navigate, Communicate...flip either of two switches and reduce power (the Ethiopian jet was at takeoff thrust when it hit the ground...I can't help but wonder if having an FO with 200 hours experience might have proven to be a detriment), standard for a runaway trim condition, which can happen on any aircraft that has electric trim.
I'm not saying the system couldn't use improvement. I will say that there has been a huge amount of misinformation about it by the myriad armchair aerospace engineers that have emerged.
I hear all the Airbus fans crow on and on as though no Airbus, ever, has ever had a problem. Nobody ever mentions that Airbus has had the incalculable advantage of watching Boeing make all the mistakes with the 737 over the years and avoid making them. People prattle on and on about the 737 being a 1960's design...perhaps the Airbus apologists should consider asking what Boeing got so right that a nearly 60 year old design is still in front line service, and, at very least, competitive with the newest A320 models...