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of newer Boeing aircraft like the 777, there
is little that the Airbus auto-flight system can
do that Boeing’s version cannot do. However,
there is a big difference in how the systems
are implemented. Simply put, in Airbuses,
many automated systems are on by default, and
must be deliberately shut off if the pilot wants
to handle these functions manually. Boeing
systems are generally designed the other way
around, and while this may not seem like such
a huge difference, it does send an underlying
message to the crew.
Flying the A330/A340
Hopping on board a cold and dark A340-
200, I headed straight for the Captain’s seat
and was greeted by an instrument panel that,
at first glance, looked very much like that of
the Boeing 737NG series. After a brief double
take, and a quick check that I had not loaded
PMDG’s 737 by mistake, I realized that it was
an illusion brought on by a very similar interior
color scheme. My second look made it clear
that this was a thoroughly different airplane.
The autopilot controls on the upper glare panel
are quite different from those of a Boeing
airliner. The overhead panel also has a different
configuration, and, of course, there is the
distinctive absence of yokes and bulky control
column assemblies. To the left and right are the
small single-handed control sticks for which
Airbus is famous.
Following an included tutorial, I began the
process of bringing the aircraft to life and
getting to know the new cockpit. While the user
does have control over the major systems, I
must note that there are a disappointingly large
number of inactive buttons and switches on the
overhead. Of course, there are the usual detailed
checklists to go over, but most of the actual
cockpit prep work can be done in less than five
minutes, which is a bit fast even for an Airbus.
On the other hand, the Flight Management
System is as complete as any I have seen. The
interface has some subtle differences over those
on most Boeing aircraft, but all in all I had
little difficulty working my way through the
various menus. Complete route planning may
be done here and flight plans may be saved and
loaded directly from the MCDU (Multifunction
Control Display Unit), eliminating the need for
using the MSFS flight planner.
Engine start is automated by default. Once
the ignition mode is selected, each engine has
a simple “on-off” switch to set the process in
motion. [Manual start is still possible using a
separate set of controls].
For taxiing, I switched to the 3D-cockpit
view. It is not the best virtual cockpit I have
seen, but it does not look bad. I was impressed
by the unusually wide field of view it offers.
However, there is a slight problem with the
perspective when looking forward. Though I
tried adjusting the camera position left, right,
forward and back, I could not find a position
that afforded me a view looking directly
forward in correct relation to the instrument
panel in front of me. I could get very close,
but somehow the views always appear slightly
skewed from the virtual cockpit. This makes
lining up with the runway during approach feel
rather awkward. Of course, one may solve this
by switching to the 2D panel during takeoff and
landing, but I hate giving up my 3D flight deck,
even for a few minutes.
For departure, the unique Airbus autothrust
system comes into play. The power levers are
not generally used in the ordinary manner.
Instead, they shift back and forth between a
series of detents that put the autothrottle into
different modes. A brief check by the computer
confirmed that the aircraft was fully configured
for takeoff. I then shifted the power levers
into “flex” mode, which brought the engines
up to an appropriate de-rated thrust setting for
takeoff (A “TOGA” detent is also available if
max takeoff power is required). At 1,500 feet
AGL the display in front of me prompted me to
shift down into “climb” mode, where the levers
would stay until just before touchdown. Unlike
Boeing aircraft, the levers are not back powered
and do not move when the auto throttle changes
thrust settings. Of course, manual control of
the engines is still possible, but only if the pilot
deliberately shuts off the autothrust system,
which is on by default.
In the air, I experimented with flying the
aircraft both manually and automatically.
The autopilot interface is quite different from
Boeing aircraft, and while I understood it, I
　
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