BoeingBoy
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Since the other thread was getting so long with several subjects thrown in I thought I'd start a new one...
Basically, there oar few "effective" differences. The Bus has a glass cockpit, only the 757/767 have that (of U's fleet). The Bus uses a sidestick, the Boeings use the "yoke" or control column.
While the Bus is fly-by-wire and the Boeings are not, the pilot flys them pretty much the same. Pushing the "stick" forward will make the nose go down & pulling the "stick" back will make the nose go up.
One comment on Boeing pilots flying outside the safety envelope of the flaps. No pilot I know (no matter the manufacturer of the plane) intentionally flys outside the safety envelope. As the saying goes, "we're the first ones to the site of the crash" when things go wrong. Particularly on the 737, past rudder actuator problems have resulted in us using higher speeds for some flap settings. This means higher aerodynamic loads on the flaps, and hence more wear & tear than the old speeds. However, with only one exception, these speeds are still well inside the speed limitations proscribed by Boeing.
That exception is the 737-300 at heavy weights. The -300 has a maximum flaps extended speed of 230 kts. Our current speed schedule calls for a minimum flap 0 speed of 230 kts. at the higher weights. When heavy the ideal is to "clean up" so that the flaps reach the up position just as the speed reaches 230 kts or start entending the flaps just as the speed drops thru 230 kts. Unfortunately, given turbulence, gusty winds, ets., the ideal is not always possible and it is possible to exceed the "flaps extended" speed momentarily by a few knots.
Basically, there oar few "effective" differences. The Bus has a glass cockpit, only the 757/767 have that (of U's fleet). The Bus uses a sidestick, the Boeings use the "yoke" or control column.
While the Bus is fly-by-wire and the Boeings are not, the pilot flys them pretty much the same. Pushing the "stick" forward will make the nose go down & pulling the "stick" back will make the nose go up.
One comment on Boeing pilots flying outside the safety envelope of the flaps. No pilot I know (no matter the manufacturer of the plane) intentionally flys outside the safety envelope. As the saying goes, "we're the first ones to the site of the crash" when things go wrong. Particularly on the 737, past rudder actuator problems have resulted in us using higher speeds for some flap settings. This means higher aerodynamic loads on the flaps, and hence more wear & tear than the old speeds. However, with only one exception, these speeds are still well inside the speed limitations proscribed by Boeing.
That exception is the 737-300 at heavy weights. The -300 has a maximum flaps extended speed of 230 kts. Our current speed schedule calls for a minimum flap 0 speed of 230 kts. at the higher weights. When heavy the ideal is to "clean up" so that the flaps reach the up position just as the speed reaches 230 kts or start entending the flaps just as the speed drops thru 230 kts. Unfortunately, given turbulence, gusty winds, ets., the ideal is not always possible and it is possible to exceed the "flaps extended" speed momentarily by a few knots.
