Hi spannerhead, well - if no.2 procedure is enough - why sit and do the slightly more time/effort demanding no.1 procedure for the next 25 years of flying???????
I also think, that a flightcontrols check should include visual checks if practical.
BUT:
I question whether a pilot of a conventional control wheel aircraft (boeing, atr, dash-8 etc.) is actually checking the flightcontrols better by using the no.1 procedure.
The no.1 procedure checks all the corners,BUT (this is my point) - THERE IS NO CORNERS TO CHECK!!, BECAUSE THE CONVENTIONAL CONTROL WHEEL ONLY MOVES FORWARD/REARWARD - however, on a control STICK (airbus and/or older aircraft, fighters, gliders etc.), the full deflection in the 4 corners can/should be checked.
Thats why I think, that no.1 procedure should be enough for checking flightcontrols on conventional control wheel aircraft (boeing, atr, dash-8 etc.)
The no.1 procedure is easier to do, and keeps the maps hanging proporly on the control wheel.
If I should think of a reason to check left aileron up and elevator up simultaniously and visa versa - it should be to check the hydraulic system response to the higher demand from the flight controls.. - maybe thats reason enough.
SAF
[This message has been edited by SAF (edited 01 June 2001).]
[This message has been edited by SAF (edited 01 June 2001).]