dailynewsnblog
The Airbus A320 and the Boeing 737 are two of the world’s most popular. They’re both single-aisle twinjets that come in variants ranging in capacity from 120 seats to well over 200, and they have similar ranges, too. Prior generations of these aircraft could generally fly between five and six hours, while the latest generation of these two planes can fly over eight hours without stopping.
However, while these planes are sized similarly, sell in similar numbers, and have similar capabilities, their cockpits couldn’t be any more different. Both planes feature glass cockpits, but the 737’s flight deck is smaller, and the aircraft has more rudimentary technology. In addition, the plane has a reputation for being loud.
This is largely due to the older design of the 737, a 1960s-era airliner, whereas the A320 was developed in the 1980s. But how true is it that the 737 is a louder, more uncomfortable airliner to fly than the A320? With input from a current Boeing 737 pilot, we will explore the differences between flying the two aircraft.
A Famous Rivalry
The Boeing 737 versus the Airbus A320 is perhaps the fiercest rivalry in commercial aviation history. In one corner, the 737 is the oldest airliner currently in production. Boeing currently sells it as the fourth-generation 737 MAX, consisting of the CFM LEAP-powered 737 MAX 7, 737 MAX 8, 737 MAX 9, and 737 MAX 10. In addition, the third-generation 737NG is also widely used, consisting of the CFM56-powered 737-700, 737-800, 737-900, and 737-900ER.
The Airbus A320 is the more recent entrant, having entered service 20 years after the original 737 in 1988. Currently, Airbus sells the type as the A320neo family, consisting of the A319neo, A320neo, and A321neo, available with either Pratt & Whitney PW1000G or CFM LEAP engines. In addition, the original A320 series (retroactively named the A320ceo) is commonly used, consisting of the A318-100, A319-100, A320-200, and A321-200, while the older A320-100 and A321-100 are rarer.
The 737 has been produced in four generations since its initial development in the 1960s, which means that while it’s largely as efficient and capable as the A320, it’s lacking on many technological developments made since the type’s introduction in 1968. This was done largely at the request of major 737 customers like Southwest Airlines, in an attempt to ensure that new 737s flew as similarly to older models as possible, so that airlines could avoid expensive crew training costs.
The Noise Level Of The Boeing 737’s Flight Deck
The Boeing 737 shares the same ‘Section 41’ as the Boeing 727 and 707, namely the component of an airliner’s fuselage from the nose to just aft of the cockpit windows. This is not the only example of such sharing, as the Boeing 767 and 777 also share the same Section 41. In the case of the 737, since its Section 41 is essentially derived from a 1950s-era airliner, the 707, this creates a cramped environment for the flight crew, compared to the more modern Airbus A320.
|
Aircraft |
Entry Into Service |
|---|---|
|
Boeing 707 |
1958 |
|
Boeing 727 |
1964 |
|
Boeing 737 |
1968 |
The design is extremely slender, meaning that there’s little shoulder space, and the flight deck also has an extremely low ceiling, making it difficult to stand up. But as for noise, while the 737’s cockpit can be louder than other aircraft, this is often overstated. Moreover, it’s not the design of the Section 41 that contributes to the noise, but rather the avionics and cockpit systems. Simple Flying spoke with current 
Alaska Airlines Boeing 737 First Officer Carlos Alberto Valdez, who explained:
“The 737 is definitely on the louder side of most modern aircraft. Especially during take off and landing, there’s a valve that helps to keep the electrical bay cool called the Overboard Exhaust Valve that engages from the surface to around 5000ft and the sound of the air circulating is very notable. In cruise however the 737 isn’t too bad, it’s possible to have a conversation in the flight deck without our headphones but it’s much more comfortable to leave them on and speak via the intercom. The noisiest 737s are the older NGs who that have analogue standby instruments, those can often click very annoyingly for the duration of a flight.”
Airbus A380 Vs. Boeing 747: How Do They Compare On Ultra-Long-Haul Flights?
Does it make a significant difference to to choose one aircraft or another for a long flight? If so, that’s the thing, which is the best airliner?
Looking At The Design Of The Boeing 737’s Cockpit
As a whole, the 737 isn’t dramatically louder than other airliners at cruising altitude. What creates noise is the air circulation for the electric bay (which shuts off at higher altitudes) and the sound of the standby instruments. All airlines are equipped with a handful of standby flight instruments in case the main displays malfunction. Older 737s, as well as examples of other airliners like the A320, are equipped with analogue gauges, which can generate a lot of noise on the 737.
Newer aircraft, including more recently produced 737s, are equipped with digital standby displays. However, what makes flying the 737 a less comfortable experience for pilots is mainly the lack of space, as the flight deck is extremely narrow with a low ceiling. The 737 is also equipped with a yoke, which can limit a pilot’s ability to find a comfortable position during cruise. In addition, if you need to write something down, the only place to do so is on your lap.
Unlike essentially every other commercial airliner currently in production, the 737 features physical cables and pulleys connecting the yoke and rudder pedals to the control surfaces, unlike the fly-by-wire systems used on other aircraft. However, many pilots actually prefer the experience of flying the 737, as the fly-by-cable system often makes for a more engaging experience. In contrast, the same pilots tend to find a fly-by-wire aircraft like the A320 more sterile.
Comparing The Cockpit Of The Airbus A320
The Airbus A320 was designed with pilot comfort in mind, using input from Porsche to develop a flight deck that was ergonomic and intuitive. The A320’s fly-by-wire control system meant that the yoke was no longer necessary, resulting in the sidestick. The lack of a yoke makes it easier for pilots to find a comfortable position during longer flights. The A320 debuted the famous tray table, convenient for writing and for eating, while pilots are also provided with retractable footrests, hidden just below the tray table.
Airbus A320 pilots are treated to more shoulder space than those on the 737, and the aircraft has a higher ceiling, too. In addition, the A320’s cockpit features a cleaner, more streamlined design with pushable buttons on the overhead panel, and the A320 was designed with the manufacturer’s ‘dark cockpit’ philosophy.
|
System Abbreviation |
Full Name |
|---|---|
|
ECAM |
Electronic Centralized Aircraft Monitoring |
|
EICAS |
Engine Indicating and Crew Alerting System |
Essentially, the only items that are ever illuminated are those that require a pilot’s immediate attention. The A320 also features shorter procedures with fewer steps than the 737, and is equipped with ECAM, Airbus’s version of an EICAS. The Boeing 737 only features a warning light. However, the downside for some pilots is that the A320 isn’t as fun to fly.
Indeed, the Airbus fly-by-wire philosophy essentially has pilots control the aircraft by commanding it to pitch or bank by a certain amount. The sidestick has no feedback, and the input is nearly always the same. Moving the sidestick doesn’t directly move the control surfaces by a certain amount, such as in a non-fly-by-wire airliner. Some pilots find the plane to be incredibly easy to fly, while others see the system as being more sterile and less engaging than an aircraft like the 737.
Airbus Vs. Boeing: Who Finished 2025 With More Orders?
Boeing won the race this year. Here’s how much further ahead the company is compared to Airbus, and the changing trends in the market.
The Older Technology Of The Boeing 737
Compared to other airliners, the 737 has received relatively few technological updates in the cockpit. This was intentional, as this means that, apart from the displays, a 2025 737’s cockpit is extremely similar to that of a 1968 737. As a comparison, the 747-400 not only introduced a glass cockpit, but it featured significantly more automation and an EICAS system, resulting in the elimination of the flight engineer position. The Airbus A300-600 also introduced electronic displays.
The consequence is that prior 747 or A300 pilots required additional training to be certified for the 747-400 or A300-600, but training to transfer between different 737 generations is minimal. However, this means that even the modern 737 MAX lacks an EICAS, a standard system for providing critical information on the aircraft’s systems, especially in emergencies. Its flight management computer has fewer functions than on the A320, and many functions are manually controlled.
While many pilots enjoy the experience of flying the 737, the aircraft is somewhat of a technological dinosaur. In addition, while many find the aircraft fun to fly, it becomes less enjoyable when being used on five, six, seven, or eight-hour trips that modern 737 MAX aircraft are now capable of flying. The 737 is being produced with modern engines and comes with low operating costs, but it’s still a nearly 60-year-old aircraft, and nowhere is this more prevalent than in the cockpit.
