Introduction
Airbus and Boeing represent the two dominant philosophies in commercial aircraft design, each with distinct control systems, flight deck layouts, and operational procedures. These differences stem from fundamental design philosophies: Boeing’s pilot-centric approach emphasizes direct manual control, while Airbus’s system-oriented design prioritizes automation and envelope protection. This cheatsheet provides a comprehensive comparison of control systems, flight deck interfaces, handling characteristics, and operational procedures between these manufacturers, serving as a reference for pilots transitioning between aircraft types or aviation professionals seeking to understand the key distinctions.
Core Philosophy Differences
Control System Design Philosophies
| Aspect | Boeing | Airbus |
|---|---|---|
| Primary Philosophy | “Pilot in Command” – pilot has ultimate authority | “Envelope Protected” – system prevents unsafe conditions |
| Control Feel | Direct mechanical linkage with hydraulic assistance | Electronic inputs with artificial feel |
| Automation Approach | Automation as pilot assistance tool | Automation as primary control method with pilot supervision |
| Override Capability | Pilot can override most protections with force | Many protections cannot be overridden (hard limits) |
| System Design | Traditional systems with gradual integration of FBW | Full Fly-By-Wire with extensive computerization |
Flight Control Systems Comparison
| System Element | Boeing | Airbus |
|---|---|---|
| Primary Flight Controls | Mechanical + hydraulic with FBW elements (varies by model) | Full Electronic Fly-By-Wire (FBW) |
| Control Law Concept | Conventional with stability augmentation | Normal, Alternate, Direct, and Mechanical laws |
| Envelope Protection | Limited, mostly advisories and warnings | Comprehensive hard protections |
| Redundancy Approach | Multiple hydraulic systems with mechanical backup | Multiple electrical systems with hydraulic actuation |
| Control Input Philosophy | What you feel is what the aircraft feels | Flight computers interpret pilot inputs |
Flight Deck Controls & Interfaces
Primary Flight Controls
| Control Element | Boeing | Airbus |
|---|---|---|
| Control Column/Stick | Central control column (yoke) | Side-stick controller |
| Throttle/Thrust Control | Throttle levers with physical detents | Thrust levers with detents but no feedback in IDLE/REVERSE |
| Rudder Pedals | Conventional with direct feedback | Conventional but with electrical signaling |
| Trim Controls | Trim wheels on center console | Primarily automatic with manual backup |
| Flap Lever | Detented lever with tactile positions | Detented lever with electronic control |
| Speed Brake/Spoilers | Dedicated lever with tactile feedback | Integrated with thrust levers (A320 family) or separate lever |
Control Feel and Feedback
| Characteristic | Boeing | Airbus |
|---|---|---|
| Control Force Feedback | Direct relationship to aerodynamic forces | Artificial feel based on flight parameters |
| Control Displacement | Large movements possible | Limited movement range |
| Crosswind Technique | Wing-low/de-crab with direct control feel | Wing-low/de-crab with computer interpretation |
| Stall Recovery Feel | Buffet and stick forces increase | Artificial protection prevents full stall in normal law |
| Dual Input Handling | Controls physically linked – feel other pilot’s inputs | Controls independent – summed electronically with priority indicator |
Automation Interfaces
| Interface Element | Boeing | Airbus |
|---|---|---|
| Autopilot Engagement | MCP (Mode Control Panel) with individual buttons | FCU (Flight Control Unit) with integrated pushbuttons |
| Autothrottle System | Traditional autothrottle with manual override | A/THR (Auto-Thrust) with priority to manual movement |
| Flight Director | Separate engagement with crossbars | Integrated with FMA indications |
| VNAV Philosophy | Path-based VNAV PATH and VNAV SPD modes | Managed (through FMGC) or Selected (through FCU) |
| Mode Annunciation | Primary Flight Display mode annunciations | FMA (Flight Mode Annunciator) with color coding |
Flight Management Systems
| Feature | Boeing FMS | Airbus FMGC |
|---|---|---|
| Interface | CDU (Control Display Unit) | MCDU (Multipurpose Control Display Unit) |
| Data Entry | Scratchpad based entry | Line-select based entry |
| Navigation Database | Jeppesen database format | Thales/Honeywell format (similar but distinct) |
| Performance Calculations | Integrated with separate pages | Integrated with distinct calculation methods |
| Common Pages | INIT, RTE, LEGS, DEP/ARR, PROG | INIT, F-PLN, RAD NAV, FUEL PRED, SEC F-PLN |
Aircraft Handling Characteristics
Normal Flight Operations
| Operation | Boeing Technique | Airbus Technique |
|---|---|---|
| Takeoff Rotation | Positive back pressure, visual attitude reference | Gentle back stick pressure, typically 2-3 degrees/sec |
| Climb Profile | Maintain pitch with trim, adjust power | Set power, allow flight computers to maintain path |
| Level Flight | Manual trim or trim with autopilot, then hold | Minimal trim adjustments (automatic in normal law) |
| Descents | Manage energy with pitch/power coordination | Set thrust idle, use speed brakes as required |
| Speed Control | Throttle movement with trim coordination | Set thrust lever position, use pitch for speed |
| Configuration Changes | Manual trim with configuration changes | Minimal pitch changes with auto-trim |
Approach and Landing
| Phase | Boeing Technique | Airbus Technique |
|---|---|---|
| Final Approach | Stabilized approach with manual throttle adjustments | Stabilized approach with A/THR in SPEED mode |
| Crosswind Landing | Crab then kick or continuous sideslip | Crab technique preferred with late alignment |
| Flare Technique | Progressive flare with throttle to idle | Less pronounced flare with thrust reduction |
| Go-Around | TOGA, positive rotation, gear up at positive rate | TOGA, follow SRS guidance, gear up with positive climb |
| Autoland | Typically CAT III with dual/triple channels | Similar capability with different mode terminology |
| Landing Rollout | Manual rudder/tiller control | Similar technique with different control feel |
Abnormal Handling
| Situation | Boeing Response | Airbus Response |
|---|---|---|
| Engine Failure | Rudder to counter yaw, manual trim | Rudder to counter yaw, FAC provides assist |
| Wind Shear Recovery | TOGA, maximum rotation to stick shaker | TOGA, follow SRS guidance with protection |
| Stall Recovery | Nose down, add power, level wings | Reduce back pressure (protection prevents stall in normal law) |
| Loss of Automation | Revert to manual flying with raw data | Degraded control laws with different handling |
| Unreliable Airspeed | Memory pitch/power settings | Memory pitch/power settings with different references |
Control Laws and Protection Systems
Boeing Control Laws
| System | Function | Pilot Interface |
|---|---|---|
| Flight Directors | Guidance cues for manual flying | On/off selectable |
| Autothrottle | Automatic thrust management | Can be overridden with manual force |
| Autopilot | Automatic flight control | Disconnects with significant control force |
| Envelope Alerts | Stick shaker, pusher, airspeed warnings | Warns but generally allows override |
| Maneuvering Characteristics Augmentation System (MCAS) (737 MAX) | Pitch stability enhancement | Background system with pilot override |
Airbus Control Laws
| Law | Condition | Characteristics |
|---|---|---|
| Normal Law | All systems operational | Full envelope protection, auto-trim, load factor demand |
| Alternate Law | Some system failures | Reduced protections, different control response |
| Direct Law | Multiple failures | No protections except pitch trim, direct stick-to-surface |
| Mechanical Backup | Severe degradation | Direct mechanical linkage for pitch (limited) and roll |
Envelope Protection Comparison
| Protection | Boeing Approach | Airbus Approach |
|---|---|---|
| Overspeed | Warning, stick force increase | Auto nose-up (non-overridable) |
| Underspeed | Stick shaker, stick pusher (some models) | Alpha protection, auto nose-down (non-overridable) |
| Bank Angle | Increasing control forces | Limited to 67° in normal law (auto-return to 33° if released) |
| Pitch Attitude | Increasing control forces | Limited to +30°/-15° in normal law |
| Load Factor | Increasing control forces | Limited to +2.5g to -1.0g (passenger variants) |
Operational Procedures
Standard Operating Procedures (SOPs)
| Procedure Area | Boeing Approach | Airbus Approach |
|---|---|---|
| Checklist Philosophy | Challenge-Response | Challenge-Response (with some differences) |
| Standard Callouts | “80 knots,” “V1,” “Rotate,” “Positive Rate” | Similar but with company variations |
| Briefing Format | Follows general industry standards | Follows general industry standards |
| Pilot Flying/Monitoring | Clear task division | Clear task division |
| Use of Automation | Optional based on conditions | Strongly encouraged in all phases |
Memory Items & Emergency Procedures
| Emergency | Boeing Approach | Airbus Approach |
|---|---|---|
| Engine Fire | Memory items, then QRH | ECAM actions, supplemented by QRH |
| Cabin Decompression | Memory descent, then QRH | Follow ECAM directions |
| Dual Engine Failure | Memory items, then QRH | ECAM actions, then supplementary procedures |
| Unreliable Airspeed | Memory pitch/power, then QRH | Memory pitch/power, then ECAM/QRH |
| Smoke/Fire/Fumes | Memory items, then QRH | ECAM actions, supplemented by QRH |
System Management
| System | Boeing Management | Airbus Management |
|---|---|---|
| Warning Systems | Master Caution/Warning, individual annunciators | ECAM with color-coded levels, prioritization |
| Electronic Checklists | ECL on newer models | ECAM procedures |
| System Synoptics | Dedicated pages on displays | ECAM system pages |
| Circuit Breakers | Manual identification and control | Generally discouraged except per procedure |
| System Resets | Various reset procedures | Specific reset procedures often through ECAM |
Common Transition Challenges
Boeing to Airbus Transition
| Challenge | Description | Adaptation Strategy |
|---|---|---|
| Side-stick Control | No shared control movement, different force feedback | Practice small, precise inputs; avoid overcontrolling |
| Thrust Lever Logic | No mechanical feedback in A/THR | Monitor thrust setting on display rather than lever position |
| FMA Interpretation | Different mode logic and terminology | Study FMA indications thoroughly, verify modes |
| Auto-trim System | No manual trim in normal operation | Trust the automation, monitor trim position indicator |
| Absence of Tactile Feedback | Less “feel” of the aircraft | Focus on flight parameters rather than control feel |
Airbus to Boeing Transition
| Challenge | Description | Adaptation Strategy |
|---|---|---|
| Yoke Control | Larger control movements, mechanical feedback | Develop feel for control forces and trim requirements |
| Manual Trim Management | Continuous trim requirements with config changes | Practice manual trim technique, especially during approach |
| Autothrottle Interaction | Different disconnect logic and override force | Understand AT disconnect triggers and manual takeover technique |
| FMS Differences | Different page layout and data entry method | Practice CDU flows and data entry with scratchpad concept |
| Handling without Protections | Aircraft can exceed normal flight envelope | Maintain awareness of flight envelope margins |
Common Aircraft Model Specifics
Boeing Models
| Model | Key Control Characteristics | Notable Features |
|---|---|---|
| 737 | Conventional controls, manual trim wheel | Limited FBW elements (varies by generation) |
| 747 | Conventional controls with hydraulic assist | Four-person flight deck on older models |
| 757/767 | Conventional controls with CRT displays | Similar type rating and common flight decks |
| 777 | FBW with conventional control feel | First Boeing with significant FBW implementation |
| 787 | Advanced FBW with conventional feel | Most electronic Boeing with advanced displays |
Airbus Models
| Model | Key Control Characteristics | Notable Features |
|---|---|---|
| A320 Family | Full FBW with side-stick | Baseline Airbus modern control philosophy |
| A330/A340 | Full FBW with commonality to A320 | Long-range with similar flight deck to A320 |
| A350 | Advanced FBW with larger displays | Latest technology with touchscreen capabilities |
| A380 | Full FBW with enhanced systems | Largest commercial aircraft with advanced systems |
Resources for Further Learning
Official Publications
- Boeing Flight Crew Operations Manuals (FCOM)
- Airbus Flight Crew Operating Manuals (FCOM)
- Quick Reference Handbooks (QRH)
- Flight Crew Training Manuals (FCTM)
Training Resources
- Type Rating Training Organizations
- Manufacturer transition courses
- Computer-Based Training modules
- Flight simulator sessions focused on differences
Online Resources
- Smartcockpit.com (aircraft documentation)
- Flight safety foundation materials
- Airbus/Boeing safety portals
- Type-specific forums and communities
Quick Tips for Transitioning Pilots
- Focus on philosophy differences, not just mechanical differences
- Practice correct scanning patterns for each manufacturer
- Understand mode awareness and FMA interpretation differences
- Recognize different memory items and critical action sequences
- Allow time to adapt to different control feels and feedback systems
- Practice “mental switching” when moving between types
- Pay special attention to differences in approach and landing techniques
- Study non-normal procedures and system degradation characteristics
- Be aware of terminology differences for similar functions
- Remember that good airmanship principles apply universally