Originally Posted by
CONF iture
Bad data got through to the EFCS and AP, causing an uncommanded pitch up and climb.
You say:
Originally Posted by CONF iture
For the 777 the AP then the pilot followed unrealistic FD commands.
The report :
http://www.atsb.gov.au/media/24550/a...503722_001.pdf
says different. More to the point, it doesn't alter the fact that the bypass mode was not used by the crew.
And you still did not get what would be the purpose of a DIRECT switch for the Airbus.
Some crews would have loved to have one :
I don't see anything in that thread from crews clamouring for such a switch - just the same old arguments we've always had.
More on the new Gulfstream :
...
Common sense, but Airbus didn't think so ...
"Common sense" is your opinion - I have yet to see any evidence that confirms or refutes that position. Furthermore this is just marketing bumph - they've decided to backdrive their sidesticks, therefore they're hardly going to say that doing so might be pointless. I'm not going to waste my time enumerating the accidents in which the linked yoke position was nevertheless ignored/disregarded, nor those in which the supposedly superior "tactile" stick-shaker was also ignored/disregarded - but the record speaks for itself.