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Originally posted by Evan
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Maybe it would be a good idea, but that would come a long second priority after lowering the nose to reduce the AoA and trade altitude for airspeed right now.
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Protected in which way?Originally posted by Evan View Post
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Low energy protection. The airplane knows that icing is present via ice detection probes. It has increased the reference speed and knows that stall is approaching. It knows the bank angle. It has triggered warnings to the pilots to increase speed. A protected aircraft would apply thrust and limit pitch at this point if the pilots failed to take action after the warnings.Originally posted by Gabriel View Post
Yes, I know this isn't how it is, but it's how it should be.Comment
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I am not so sure. This is not an FBW plane. The first step for the procedure for severe icing is HOLD THE CONTROLS FIRMLY AND DISCONNECT THE AP.Originally posted by Evan View Post
I also wonder what an A320 would do when approaching the iced-up stall AoA, with the plane iced-up. Will the alpha floor / alpha max protections work there? (with the corrected, reduced, AoA's for icing conditions?)
The amount of warnings and time that this plane gave to the pilots was amazingly generous. Like God in my joke.
No startle, no task saturation, no panic... not until the very end.
--- Judge what is said by the merits of what is said, not by the credentials of who said it. ---
--- Defend what you say with arguments, not by imposing your credentials ---Comment
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I know the ATR is not FBW. I’m referring to a plane that AFAIK does not yet exist, but the technology does exist to create such protection on any FBW aircraft. I’m just saying we should not have these incidents in 2024. The A320 logic uses speed and flight path angle as well as having ice detection so it should have the ability to modify its critical AoA data but I’m not aware of any such logic in the high AoA protections.Originally posted by Gabriel View Post
You have to keep in mind, the protected airplane was not developed to replace training, it was developed to protect against errors (including unthinkable errors that include ignoring warnings and basic airmanship) by trained pilots. Because they have always happened and will always happen.
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Hm. If your FBW stands for fly by wire, then I should agree. Which was the first twin turbine propeller worldwide with fly by wire?Originally posted by Gabriel View Post
I am not able to answer that without asking someone with really ALOT of knowledge about twin turbine propellers. But since more than 15 years here on our beloved platform I am good for at least
one or two details, simulator and also in the real world, about the 747.
And my favorite airline of all times is good for knowledge about one or two 747 details, since 1970. And, only a rough guess, the very very very first LH 747 back then in 1970
was not FBW .
So, to combine the ATR 72 en wiki with the FBW en wiki, the type ATR 72-100 had its first flight on October 27, 1988 (not to be confused with ATR72-500).In 1972, the first digital fly-by-wire fixed-wing aircraft without a mechanical backup to take to the air was an F-8 Crusader, which had been modified electronically by NASA of the United States as a test aircraft; the F-8 used the Apollo guidance, navigation and control hardware.
The Airbus A320 began service in 1988 as the first mass-produced airliner with digital fly-by-wire controls. As of June 2024, over 11,000 A320 family aircraft, variants included, are operational around the world, making it one of the best-selling commercial jets.
Let me offer us a timeline, only a rough guess by an aviation enthusiast who doesn't get a dime for what he writes here (not since more than 15 years!):
February 1987 - first flight of the Airbus A320, with fly by wire .
April 1988 - first flight of the Boeing B744, with upper and lower EICAS, TCAS, GPWS, but imho without fly by wire .
October 1988 - first flight of the ATR 72-100, without fly by wire .
1989 - first flight of the very first LH-B744, so by the end of this year, the LH-B744 fleet fulfils 35 years in the air!
June 1994 - first flight of the Boeing 777, imho the very first Boeing overseas jet with fly by wire.
But.. imho fly by wire does not avoid accidents automatically! The pilots still have to be intelligent, also in an A320 cockpit, since 1987!
PS: Somehow, I'm proud of my nickname since a couple of years. No fly by wire, no completely dangerous 'alpha protection mode',
since 1970 NO excuse if you fly a B744 with a seeing eye into a wood, cp Habsheim airfield June 26th 1988 . Result: 2 dead adults and 1 dead child.
The German long haul is alive since 1955, 69 years and still kicking.
The Gold Member in the 747 club, 50 years since the first LH 747.
And constantly advanced, 744 and 748 /w upper and lower EICAS.
This is Lohausen International speaking (est.1927), echo delta delta lima.Comment
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1 dead 7 year old girl, probably born 1981. And she didn't survive the year 1988 due to one idiotic Flight Captain (name is known but not mentioned here).
Wow. I didn't know that she was only 7 years old when she died, until today.
Back on topic now.The German long haul is alive since 1955, 69 years and still kicking.
The Gold Member in the 747 club, 50 years since the first LH 747.
And constantly advanced, 744 and 748 /w upper and lower EICAS.
This is Lohausen International speaking (est.1927), echo delta delta lima.Comment
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