Which is easier: Boeing to Airbus, or Airbus to Boeing?

Capt.Doug writes:

While the A-320 does more for the pilot than the B-737, don't interpret that
to mean that the pilot isn't allowed to fly it. Airbus philosophy isn't to
exclude the pilot but to keep the lowest common denominator of pilot in the
loop. Click-click, click-click, and I have all the control I need just as in
other jets I have flown. Punch 3 more buttons and I can do aerobatics. We
have options.

Is there an operating mode in the A320 that will give you unconditional direct
control of the throttles no matter what the aircraft's configuration or
condition, as if they were mechanically linked?

--
Transpose mxsmanic and gmail to reach me by e-mail.

"Mxsmanic" wrote in message
Is there an operating mode in the A320 that will give you unconditional
direct
control of the throttles no matter what the aircraft's configuration or
condition, as if they were mechanically linked?

Yes, and it is the second pair of clicks in 'Click, click,.. click, click.'
That's the sound of the autothrottles being disconnected (the first pair is
the sound of the autopilot being disconnected).

All that automation is wonderful, but with 35 primary computers talking to
each other, sometimes the lesser prioritized computers don't perform as
commanded when commanded. Just like with Windows and a full hard-drive,
there is some lag in some components. The autothrottles are slow to
recognize a slow machspeed condition when approaching mountain wave
activity, which incidentally was how the MD-80 autothrottles acted too.

I can land the A-319 in 3000' at midweight with idle reverse and without a
brake temperature warning. I simply go 'click, click,.. click click' and
land it like a Cessna.

Transition training in the Bus teaches pilots how to use the automation.
Then they fly with me and can't get the automation to fly right in the real
world. I gently remind them that they can turn off the automation and fly
the airplane. It works a charm.

D.