td. Thank you; my thoughts relate to the need for meaningful instrument displays re thrust asymmetry, and crews prioritising these over thrust lever position.
Also, considering a range of scenarios, indications, analysis, and action:-
- AT clutch slip could involve two cues; instruments and TL. ~ AT malfunction; disengage AT.
- Engine/FCU fault; probably only instruments. ~ Engine malfunction; review other engine instruments and related systems.
Presumably modern FADEC controlled engines have the capability for cross monitoring and alerting displays; e.g. similar to air data instruments ‘disagree’.
Are there any aircraft which have such a system?
Associated refs;
https://www.faa.gov/aircraft/air_cer...ne_psm_icr.pdf
“Although the vast majority of propulsion system malfunctions are recognized and handled appropriately, there is sufficient evidence to suggest that many pilots have difficulty identifying certain propulsion system malfunctions and reacting appropriately”.
https://www.aia-aerospace.org/wp-con...ITT_Report.pdf
Powerplant Indications Task Team Report;
‘… opportunities for safety improvements’, para 1.4 onwards.
Investigation of (Automatic) Asymmetric Thrust Detection
https://core.ac.uk/download/pdf/42702866.pdf