@ChristiaanJ
I understand your argumentation, and I don't want to worry anybody.
But today our forum wants to understand what was wrong in the AF447, and the Crew actions seem so crazy, that we must get sure that nothing wrong stays in the first levels inside of inside ... and that the BEA will be able to search the solution (if exists
) there too .
Originally Posted by ChristiaanJ
roulishollandais,
We seem to be on slightly different wavelengths.....
A CMM is aimed at the maintenance engineer who gets a supposedly faulty piece of equipment dumped on his bench, and has to find and fix the supposed fault, and then recertify the equipment as airworthy.
It is not aimed at either a pilot or (in the olden days) at a flight engineer, who don't necessarily have the specialist engineering background to 'decipher' electronic circuit diagrams or test specifications in a document like the CMM.
They refer to the functional documentation (aircraft flight manuals, etc.).
Originally Posted by RR_NDB
Is this a concern in order to understand reasons of PF persistent NU?
Mismatch between sides are recorded?
BEA published information mentioned this?
If existed a mismatch how we could learn what PF saw?
If this specific point was covered earlier, please inform the link, if possible