I think the problem here is that, regarding Flight Controls Laws, it is the aircraft logics that "decides" when the bird is sick. It then downgrades the Law to a certain level. The pilot has nothing to do with it (except when performing ECAM actions or selecting some systems off, or selecting Gear Down).
If, by any chance, (coming back to this thread's subject), ADR's got (all of them) the same erroneous information - leading to high speed wrong indication, followed by automatic speed protection - one may think that, there was nothing a pilot could do to counteract the automatic pitch up inputs,
except by using non-standard procedures (like
inducing the aircraft to an Anternate or a Direct Law) and this is really against all of the Airbus philosophy and formation.
Someone suggested a Red Button. I suggested a change in the software/logics of the use of the instinctive disconnection push button, located in the side stick, to "bring" the aircraft into a "status" (Alternate Law 1) which would bring the aircraft back to manual, although maintaining a great deal of protections. This would be a pilot friendly status, once he could effectively handle
and override aircraft built-in protections in case a serious situation arises. Once the problem was solved, he could return to Normal Law (provided certain conditions met) by switching the Auto Pilot ON.
Regarding some comments I've seen here in this thread, I'd like to leave a small message: Please don't play with our intelligence and don't play the role of those guys who think we don't know enough of the aircraft to even make any type of suggestion. Just give us the benefit of doubt, to someone who flies airbuses for almost 20 years, who has studied the system and who has, at least, looked at the Manuals, before coming to this thread making "suggestions"...
Please do not infer from my words any agenda against Airbus. My sole agenda is
against arrogance and
for flight safety.
As I said before: Airbuses are great aircraft, but they could be better.
Fly Safe
