I am still feeling confused as to why only Airbus FBW pilots are forbidden from making dual inputs. It is of course undesirable to do so if it can be avoided, but I feel sure that all of us at some point in our training have felt the instructor's pressure on the yoke or the pedals.
To be clear, dual inputs should only ever be to arrest a sudden attitude change or the wrong attitude, where not to intervene would result in a significant deviation or a very uncomfortable arrival, and when there isn't time to correct the situation by talking.
In such a situation, quickly moving the other side-stick to arrest or change the attitude might be more important than pressing the override and saying "I have control". Hence both 'sticks remain active even without pressing the override.
I thought the override was more for the incapacitation case when the other pilot has collapsed while still pushing the 'stick away from neutral.
My minor taxiing error was made unnecessarily dramatic, as well as literally disturbing and alarming the passengers. A gentle contra-input, combined with a "No, that line there....OK now? Good, All yours", would not have scrambled my brain at a very demanding and difficult airport at night just before take-off.
Airbus controls are averaged, (I think), so if one stick or tiller is fully left and the other is fully right, the result will be zero demand. And that way you can either cancel an incorrect demand or apply an absent demand.
There is no warning given for dual tiller inputs, so Airbus obviously do not consider that to be a problem.
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Last edited by Uplinker; 29th October 2024 at 14:08.