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Old 10-10-2018, 12:08 PM   #11
jcomm
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Originally Posted by bbrz View Post
I strongly believe think that the 'method I' and 'method II' description is an outdated, misleading and incomplete explanation, as you basically confirmed in your last sentence.

A FBW airliner doesn't 'compensate' for anything regarding normal flying and there shouldn't be any difference concerning pitch/power handling if you follow e.g. a 3deg GS in a tiny ERJ170 or an A380.
Airbus ok, but Boeing c*u does compensate automatically for configuration changes ( gear, flaps / slats ).

Anyway in an airliner mostly the pitching moments due to thrust changes force an integration of techniques.

Last edited by jcomm; 10-10-2018 at 12:32 PM.
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Old 10-10-2018, 12:40 PM   #12
bbrz
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Airbus ok, but Boeing c*u does compensate automatically for configuration changes ( gear, flaps / slats ).
Not sure if it's not the other way round, because the Airbus does compensate for configuration changes and additionally you don't have trim when doing thrust/speed changes, but AFAIR on the 777 you have to trim when speed increases/decreases.

The point I'm trying to make is that FBW doesn't change the way you fly a medium/heavy jet.
If you are trimming or autotrim etc. does the work, it doesn't make much difference.

In fact I found the A320 more difficult to fly on e.g. the ILS than the 767 because you don't feel any speed and/or vertical speed changes since the attitude is basically remaining constant.

Don't agree on the last point. Especially on the ILS where usually only small thrust changes are required the pitching moment is usually negligible.
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Old 11-17-2018, 08:55 PM   #13
msalama
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I found the A320 more difficult to fly on e.g. the ILS than the 767
IRL, not sims?

Anyway, I do agree with what you say about the method I / method II on finals debacle. Because you can think / do it both ways
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