Originally Posted by
Organfreak
In answer to your rhetorical question above, I have to say, just push the override button! You prolly just forgot for a moment.
As far as I know, there's no override button on a mechanically-connected yoke, otherwise EgyptAir 990 would have had a happier ending.
There may be one on the T7's software-driven yokes, but I don't know.
My take is that he's truly concerned with safety above defending any one system; not such a bad thing, is it? Subtle imputation, dear me, that's not so nice.....
As I said, we've been doing this dance for *years* - some time before you joined, at any rate. He's moderated his tone over time, but it always seems to come back to Habsheim, Asseline and Jacquet with him - as if he wants Airbus to be discredited as payback for the destruction of the careers of those two pilots.
Originally Posted by
Organfreak
P.S. The sidestick's only good reason for being is that it saves money (reduced weight), plus the benefit of having a clear dashboard.
That's your opinion and you're entitled to it, however there's more to it than that - a lot more. Airbus decided it was worth a punt and went for it, and the design has proven itself as safe as any other - as I said, there are benefits and drawbacks to both approaches.
Originally Posted by
jcjeant
The problem is to see the position of the stick
How often is that really necessary though? To my mind there's only one incident where it might have helped (the aforementioned LH incident). In that incident, the landing conditions were marginal and the F/O should not really have been attempting the landing. The Captain broke procedure by snatching the stick without first overriding it.
The ADI may well show an attitude of descent while the stick is in position to climb
Well yes, if you're levelling off after a descent...
Sometime (if wrong command by the stick) it's too late for counter command
Very, very rarely. These are airliners, not fighters - and as such even full deflection commands a relatively slow rate most of the time. If the PF's actions are doubtful then you can lock them out for a time with the override switch, whereas with a yoke you have to physically overcome the force they're exerting.
Again,
benefits and drawbacks to both approaches.
Originally Posted by
Lyman
the aircraft is operating SINGLE PILOT. This is unacceptable.
No, it's standard airline practice. One pilot in control, the other monitoring - switching roles as and when necessary. The only time you need two pilots pulling is in the case of a cable-driven flight control system to get extra force on the surfaces - no modern airliner bar the 737 has cable connection to the yoke.
The problem with 447 was not confusion over the sidesticks, it was because on the two occasions the PNF took control, the PF continued making inputs on the sidestick,
despite having acknowledged handing control over. The PNF should have seen the "DUAL INPUT" warning and could have held the override down to lock the PF out, but he did not.