Salute!
No problem, 'bird.
Until some of the dinosaurs here have flown the full FBW systems with all the limits and the coded limits by sfwe and firmwe and such, it's hard to explain.
Ya gotta "feel" it.
I was blessed by a system that didn't care about "autopilot" type limits such as attitude or roll angle. We had no limits on that. It was all gee and AoA and rate limits. Not "protections", but "limits". So we lived or died using the cards we were dealt. And the rules were simple. I don't see this with the Airbuss control logic. Sorry for all the folks here that fly the plane. But that's the way I see it.
I am disappointed by the lack of training concerning stall entry and recovery, mach buffet detection without the computers advising you, complicated control law reversion sequences, disregard of AoA when the speed sesors go south, and the beat goes on.
Make no mistake, all here, I do not absolve the 447 crew of major screwups. But I also feel that the basic design/implementation of the system should be very clear as to the absolute limits of the jet and not provide the crew with seemingly endless/annotated exceptions to the basic jet control laws they use for 99.9% of the time.
Sorry to become emotional, but I can sympathize with the crew to a point ( like a minute). Then I question their training and experience with critical flight dynamics.
To wit:
- flying with marginal delta between overspeed and stall at high altitude
- recognition of high mach buffet versus the effects of turbulence
- failure to realize that nose could be up, but the jet is stalled, and vertical velocity should provide an indication that something is awry
gotta go