Originally Posted by
vk757320
There are plenty of tailstrikes/hardlanding due to both pilots manipulating the controls. The take-over button isnt as instinctive as it seems, especially in the last 30ft. Ideally, it could be undesirable for two inputs to algerbarically adding at such late stage.
How about, when a trainee pilot is flying, the 'dual input' logic is inhibited below 50ft for 1min, IF the Capt moves his side stick? There is no "Dual input" call-out but just a visual indication on FO side. This can be changed if the Capt/Trainer is sitting on the right.
What could be the possible disadvantage of this system? The advantage I see is, the Capt has to correct for only the visual cues that he/she perceives rather than being concious about what the FO is doing. Workload is greatly reduced, no need to change grips. Only one pilot flies the plane this way.
The Airbus recommended techniques for taking over during take off and landing is by pressing the take over push button and keeping it pressed - irrespective of how many tenth’s of a second away we are from the main wheels touching the runway. From my personal experience I have found that it has worked well enough. I suppose it’s prudent to ensure you are not too late to exercise the use of it.
Airbus golden rule - Take action if things do not go as expected. I am sure using the Prompt-Assist-Takeover model or its equivalent at your airline should help mitigate these issues.
As far as discussing the disadvantages of your proposed “software update” - why should it be deactivated for a training flight and not regular line flights? Are these tail strikes happening only during training flights with first officers on the CM2 seat?