Originally Posted by
KayPam
Again, the stick inputs from the PF are very easy to see if you just look at them.
You would see that immediately if you sat in an airbus pilot seat.
I agree with you on the necessity for a smart aoa indicator. As well as a stick shaker if the airbus does happen to stall.
The Captain was between the two pilots, and behind. No visibility of Starboard stick for him. We have no evidence of PNF peeping the PF stick....
AoA. How difficult and expensive can it be to display a computed AoA parasite from the computer?
"...ERM, FORTY DEGREES AoA....!?!!...Push the Nose Down, EH?"
Airbus was granted a waiver for no pusher/shaker at certification... They had convinced the authority that the a/c would not Stall in Normal Law, and in ALTERNATE, the pilots would be ready for STALL, no passive safety device would be necessary?
Additional design deficiencies.
1. Automatic Pitch Trim Nose UP into the STALL.
2. Absence of alerting device to signify Auto TRIM into STALL.
2a. Cumbersome manipulation of TRIM by hand, to return TRIM to neutral. Once released, the TRIM moves to regain full Nose UP. Extremely inconvenient in an emergency. Enforced distraction.
3. Surprise handling change in ROLL, splitting the stick into two modes.
4. Back up Speed System not installed, optional.
5. Low Energy Alerting Program not installed, not available.
6. Slow rolling replacements of deficient speed sensors, Pitots.
Having read and reread the endless focus on PF's stubborn NOSE UP, I am including the aircraft deficiencies, in the interest of justice.