I'll be up all night waiting on an email so this discussion can go on as long as you want.
The email came and 5X wants to start the hiring process! Honestly I am not sure how I feel because I have been having second thoughts about the cargo pilot life.
Boeing trusts pilots. Airbus does not. Choose your airline.
The pilot is responsible for that aircraft so Boeing has the better philosophy. Most airlines in the US operate both so it wouldn't be a "choose your airline" thing as much as you think.
The image is a pair of Aviators. Yes, polarized are an issue with some displays, and coated window glass.
Thanks I looked them up. The Randolph Aviators and Raptors are nice. I'll check next time I'm on Nellis if AAFES has either pair otherwise I'll just order them online. I was never told not to wear polarized but when I flew for VX I wore a pair of polarized sunglasses I got for when I am on the boat and it was a big mistake!
I understand your view completely on FBW. I was actually attempting some humor as most threads about FBW controls end up the same no matter what forum.
Thanks for understanding sir and I apologize for not picking up on the humor! It isn't as much of an FBW issue as it is an Boeing v Airbus philosophy. As a pilot I responsible for the aircraft and all souls onboard. If something happens and the computer overrides me I am responsible for that.
Boeing’s implementation of FBW is significantly different from Airbus other than simply Yolk v Side Stick. The PIC has more authority over the FCS in a Boeing. Different control/law limitation philosophy. Personally, I have always felt Boeing’s implementation was a “
Pilots Philosophy” Airbus IMO, goes too far in removing the “Pilots Authority” leaning toward an “Atonomus Aircraft Philosophy.”
Indeed and the pilot is responsible for any mistake the computer makes. That is part of the reason I never bid for Captain at B6 although I am considering bidding Captain on the E190 if I don't take the job offer from 5X but I have applications in at AA, NK & UA as well. You're right it is more than yolk v sidestick. I actually prefer the sidestick but want it to be synchronized like Boeing's yolk to help avoid confusion. I couldn't imagine being in the back of a trainer with a student pilot and not being able to see what inputs they were making. On the T-38 this made it easier to correct the student such as "pull back more" or "a little more aileron" so it does help being able to see input. On the F-16 it's different because it is only me onboard and if I don't like what is happening I can eject and the only repercussion is the tax payers are out $20 million. On a B6 A320 that could result in the deaths of 162 passengers 2 flight crew & 4 cabin for a total of 168 souls and a $100 million aircraft. Even Boeing's FBW offerings (777 & 787) follow Boeing's philosophy and don't attempt to override the pilot. I like FBW because it is easy to fly but I don't like having to be a slave to what a computer wants to do which isn't an issue on the 777 & 787.
I usually shy away from discussions related to FBW cause and effect in incident discussion in forums. As I’m sure you realize it’s never simply a FBW “thing.” Always a chain of events leading up to an unrecoverable situation. Over the years it has been my experience that CRM between crew members is the largest factor in the majority of incidents.
You're right it's never simply a FBW "thing" but usually underlying brand loyalty to Airbus or anti-Boeing thoughts. You're right CRM is important and that is typically the determining factor in a success rate. When I do recurrent CRM helps us be successful in the simulator. In all of the recurrents I've done there was only 1 issue with CRM and it was a Captain who was a micromanager and she attempted to do everything on her own.
My ideal aircraft would have an active sidestick and active thrust leavers and follow Boeing's flight philosophy where the pilot is in ultimate control. And the tray table I want the tray table!
I think that's mainly where the middle officer in AF477 failed: CRM.
What is a middle officer? I am not familiar with that position. I wouldn't call AF447 a CRM issue.
As pointed out... You’re wrong. The computer did trust the readings, readings said the plane was over speeding, and as it was programmed to do in an overspeed situation pitched up in an effort to slow the plane down. It had no idea the pitot tubes were iced up. Eventually though the computer gave up, set the plane into alternate law, and overwhelmed the pilots with failure information which helped cause the pilot in the right seat forget he was pulling back on the stick.
Exactly!
Funny how you stated what VivaLasVegas is saying as speculation while you try to speculate FBW helped save Sully. Which again pointed out it did not.
Indeed but what I posted was not speculation as I have ditched a 737 in a simulator. Sullenberger himself said the computer prevented him from flaring to lower the rate of descent.
The autopilot in Airbus disconnects when it cannot trust the airspeed readings.
False. How about I take you to both a 737 & A320 simulator and I can show you how they differ and why the pilot needs to be in control of the aircraft and not be overridden by a computer.
The control methods of A320 and 737 are completely different. You cannot rule out that it played a positive role.
When Sullenberger himself said the computer prevented him from flaring that is enough to prove Airbus' philosophy of placing the computer in control is a bad idea. You cannot rule out that it played a negative role.