There is still a world of difference between unreliable speed info due to CADC causing technological problems with the kit due to icing and
screaming up to service ceiling and back a few times . . .
I don`t agree on the need to address, in training, further depths of the system - although - that would not be a bad thing in itself, per se`
We must re-emphasise - "get it off the system!!" Get flying - get it S&L and/or leave the b
r alone, but get it off the system - then, somebody drives it - PF, while PM figres out WIHIH! Not as the usual `in the loop ECAM procedures - but as a distinct and absolute 1 pilot flying and 1 pilot (+any extra pilots present in the crew) figuring out all the inobvious and surreal stuff that has just popped up and ruined your evening.
That way - the 233 ton airliner will sail merrily on its way - until the technological anomolies of the moment have been identified and sorted out. The PF is quite capable of doing the flying AND the nav - right from basic training.
THAT must be a procedure - THAT must, MUST be an SOP and a big fat SOP too!
This gives future crews two distinct advantages - 1., PM assured that the aeroplane is safely flying is not affected by the . . emergency . . ? . .situation and therefoe has an undistracted mind to deal with this new load of . . . questions. Same pilots has complete artistic freedom fot eh same reason - he is NOT therefoe concerned with urgent self preservation. instincts kicking in.