Originally Posted by
rudderrudderrat
With the flight controls, I don't get any warning that I'm approaching maximum deflection with aileron or elevator, (or that the stab trim has run beyond it's normal range automatically). If I don't get that feed back through the side stick - then it would be nice to receive a warning somehow.
Understood. All that is fairly easily implemented without having to mess with the fundamental systems design and without having to add much complexity in software terms.
Of course in Alternate and Direct Laws, you know that full lateral stick deflection = full aileron deflection. In stall conditions, ailerons are more-or-less useless. What puzzles me is that the Captain tells them to use the "rudder bar" towards the end, but neither explains why nor does he explicitly state he suspects a stall - this leaves a lot of open questions. All that aside, I still don't understand how he could have seen an aircraft out of positive control with a rapidly unwinding altimeter - information that was clearly available to him - and not said "We're stalled". You shouldn't need to confirm yoke or sidestick position to be able to work that out if you understand aircraft.
Over the last few pages, those that consider yokes and feedback to be a panacea regardless of the circumstances are trying to hammer the known facts about this accident to fit a position they've already taken for reasons of their own, and yet they ignore incidents where an aircraft has stalled, the yoke has been back and the PNF did nothing, or (as in the case of the LH A320) they take the assumption that in a pressure situation a PF will automatically relinquish the controls as soon as a superior PNF touches them as hard fact, when there are plenty of incidents where that has not been the case.