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Evan. I'm pretty sure that just the change in phraseology has improved safety a lot, and avoided a lot of collisions.
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I was referring to your tower-controller-only idea.
Since accidents and incidents are still occuring in this configuration, the improvement in safety is most likely only marginal.
Besides that, it considerable slows down traffic flow which in turn creates additional safety problems.
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That's not extreme at all. E.g. this procedure is being used at ZRH and incidents/accidents happen nevertheless with this procedure in place.
As long as there are humans involded, errors will happen.
At least in Europe runway incursions and near misses (never understood why it's not called near hit) did occur much less frequent e.g. in the 90s, simply because there was much less traffic....
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I'm not a native English speaker, but I hope that 'wildly differing' is something very much different than 'wild'. What I was trying to say is that the problems on the A320 are in completely different areas, not specific isolated ones, like e.g. the rudder problems on the 737.
If the 40° flap setting would have been dangerous the 727 wouldn't have been certified, at least not as an airliner. With 40° flaps you simply had to fly less sloppy.
The main reason for locking this flap position was economics. Selecting 40° instead of 30° results in an increased fuel flow of a whopping 60%.
AFAIK the nosewheel brakes were deleted around that time for the same reason.
New noise abatement procedures were also a reason for the reduced flap setting.
In case of the Cessna 150 the reduction from 40° to 30° was indeed due to safety concerns, but this is a training aircraft for beginners and economics aren't a factor....
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😂This is the jetphotos forum, not pprune.
Sorry, I've only flown the A320, I didn't design it.
Obviously.
Ah, because you haven't heard of it, it doesn't exist, despite the fact that is a malfunction, or a combination of malfunctions which exists in all A320 sims.
That must be one of the most ridiculous statements I've ever read from a professional pilot.
Hmm, like the Warsaw accident, which is your pretty unique POV.
I'm out, way too much time wasted in this thread....
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Plural? MD-80 stabilizer, a single event more than 20 years ago caused by a maintenance error, the same goes for the DC-10 and the "engines that smack the upper wing surface".
A greatly reduced rudder authority happens on most planes with tail mounted engines and effective thrust reversers. Not a problem.
The same is valid for all planes with high lift and hence high drag flaps. Not a problem.
Not sure how these rare examples are connected to the frequent and wildly differing Airbus malfunctions, but I assume these 'Airbus' problems apply to most complex new aircraft....
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You are completely missing the point. I have no idea if that overspeed incident has been published, or if it happened at all.
Fact is that Airbus discovered this overspeed/pitch up as a potential fatal flaw and hence this malfunction has been added in the sim.
If this malfunction has never happened before, good luck with troubleshooting within a a few seconds and experimenting which button(s) to push.
That's one of the A320 problems. It loves to throw new, previously unknown problems at you.
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I wrote that the A320 killed us. I didn't mention any 'catastrophic failure', loss of electrics etc.
It started to violently pitch up without any way to counteract this. No ECAM messages, nothing.
If you are experiencing a catastrophic failure, e.g. loose the elevator, every plane will crash, regardless if it's a glider or an A380....
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That was way too many years ago to remember, but we had just completed the ground training and the theoretical type rating, so we theoretically knew what to do/expect.
AFAIR, the time frame for troubleshooting and switching was too narrow to avoid the crash.
IIRC, the combination of the take off inhibit function, plus the loss of a hydraulic system and the resulting PTU operation....
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roll stop = full left/right side stick deflection. Due to the sluggish FBW data processing and the low roll rate, you are hitting the stops surprisingly often during normal approaches in gusty conditions. There's no pratical way to follow the 2 full roll deflections = go around Airbus recommendation....
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