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Registered
Join Date: Jul 2004
Location: uh.. let me check the hotel key
Posts: 1,311
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Its a control thing.. from a pilot perspective:
"airbus thinks pilots are generally incompetent and tries to remove the "piloting" from the situation" or thats how i feel sometimes. The hull loss of the BA 777 was the result of a faulty oil cooler design by the engine manufacturer.. all boeings equipment worked as designed... but i understand where you are coming from with mechanical faults. both manufacturers have there qwerks.. Why doesn't boeing just call the flaps 0-1-2-3-4 instead of non linear numbers... its not like the degrees really correlate that well. Why didn't airbus make the auto throttles actually move? Wouldn't you want the pilot to have some tactile feedback as to what the throttles are doing? I think a mix of both design philosophies(stick or yoke?) with soft envelop limits would be preferred by most. I think its kind of interesting how traditionally you fly little airplanes then bring those basic skills(for example adding back pressure in turn) and apply that throughout your career. With the rolling out of ICAO's Multi-crew pilot license and FBW that skill is basically useless as FBW holds the nose up. Plane goes with where you tell it. Oh well pretty soon it will just be computers flying anyways.. 
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10-16-2008, 08:41 AM
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Registered
Join Date: Dec 2002
Location: London
Posts: 1,831
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Air,
The B777 incident I was refering to is not the hull loss at LHR, its this one...a MAS B777 (9M- MRG) flight out of Perth on August 1 2005.... Very similar events...we'll see if the cause is similar... Agreed on much of the rest.... Last edited by MFAFF; 10-16-2008 at 11:11 AM.. |
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10-16-2008, 09:20 AM
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