Originally Posted by
BlankBox
UPRT is on it's way, and that will address at least in passing startle and similar matters, but it doesn't get away from the fact that aircraft that have all the bells and whistles as is being asked for Boeing, still lose the plot biggly. We have seen drivers hold full backstick on SSCs to impact on many occasions, while every siren, bell and whistle under the sun has been blaring at the befuddled driver, assuming that they aren't committing Seppuku. Our fundamental frailty remains being in a device that necessitates prompt detection of anomalies before the kitty litter gets scattered untidily, which requires high levels of SA, and that SA gets eroded by the mundane and routine nature of 99.9% of the operation.
When you flop a Part 25 jet out of the normal envelope, the interesting observations are not that the stuff gets interesting, it is it gets noisy, and buffetty, and dynamic; it tends to spoil your latte sip.
The B737's have all the information under the sun provided to the crew already, other than a mandated, train station size AOA gauge in front and center of the drivers. Giving a linear scale would be nice, an E index would be helpful, but anything works better than nothing at all. Alternatively, hard wire the FPV for the B737... and every other aircraft that has a EADI/PFD.
When stuff goes kinetic, the most common outcome is narrowing of the processing bandwidth of the driver, and that gives target fixation on limited data, hopefully the stuff that is needed. Having more bells/whistles doesn't improve the outcome, the guys are forgetting that they are in a moving vehicle already on many occasions, we need simpler not more displays and presentations of information. What we have now still functions, where the crew are aware of the distractions that are inherent in the system architecture.