Faro From Switzerland, joined Aug 2007, 210 posts, RR: 0 Posted (11 months 2 weeks 6 days 3 hours ago) and read 1067 times:
In the case of BA 38, would the moving thrust levers (as commanded by the auto-thrust system) have enabled the pilot flying to recognise the non-responsiveness of the engines earlier -thereby affording precious extra seconds to react in a highly critical phase of flight- than if the thrust levers were of the static type when on auto-thrust?
Not quite sure if this means anything, but I thought all Boeing throttle quadrants move when using auto-throttle. And Airbus was the opposite, as their throttles don't move at all on auto-throttle.
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David L From United Kingdom, joined May 1999, 7432 posts, RR: 28 Reply 4, posted (11 months 2 weeks 6 days 1 hour ago) and read 1035 times:
I can't help feeling that Airbus pilots are quite used to monitoring the speed, flight path and commanded thrust from the appropriate instruments.
The cruise control on a previous car I had spontaneously used to disengage occasionally. I didn't need to know what the accelerator pedal was doing to know I was loosing speed or to know that the engine was providing more power when the car reached a steeper incline.
Starlionblue From Greenland, joined Feb 2004, 13036 posts, RR: 57 Reply 5, posted (11 months 2 weeks 5 days 23 hours ago) and read 975 times:
Quoting Pilotboi (Reply 3):
Not quite sure if this means anything, but I thought all Boeing throttle quadrants move when using auto-throttle. And Airbus was the opposite, as their throttles don't move at all on auto-throttle.
Quite. Except on the 300/310, where the levers behave like they do on Boeings.
Quoting David L (Reply 4): I can't help feeling that Airbus pilots are quite used to monitoring the speed, flight path and commanded thrust from the appropriate instruments.
Indeed.
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Jetlagged From United Kingdom, joined Jan 2005, 1886 posts, RR: 7 Reply 6, posted (11 months 2 weeks 5 days 22 hours ago) and read 957 times:
The AAIB revised report referred to the EPR command bugs moving and the engine not responding. This is an EICAS indication (of course the thrust levers moved too). On a FBW Airbus, there are similar thrust command bugs, so the crew are made aware that A/T is commanding more or less thrust even though the levers don't move.
I don't think there would be any other low power or low speed warnings, as speculated in the media, until the stick shaker goes off. They would have got a "glideslope" caution from the EGPWS as the aircraft dropped below the ILS.
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3MilesToWRO From Poland, joined Mar 2006, 186 posts, RR: 0 Reply 7, posted (11 months 2 weeks 5 days 17 hours ago) and read 877 times:
Quoting Faro (Thread starter): would the moving thrust levers (as commanded by the auto-thrust system) have enabled the pilot flying to recognise the non-responsiveness of the engines
Considering where the throttles are I'd not expect that their movement is significantly noticable to the pilots looking generally forward. Unless they are not lubricated well and squeak
Faro From Switzerland, joined Aug 2007, 210 posts, RR: 0 Reply 8, posted (11 months 2 weeks 5 days 12 hours ago) and read 809 times:
Quoting 3MilesToWRO (Reply 7): Considering where the throttles are I'd not expect that their movement is significantly noticable to the pilots looking generally forward. Unless they are not lubricated well and squeak
Ah, but the pilot flying has his hand on the thrust levers, doesn't he...so he doesn't need the squeak, he has immediate tactile feedback mefinx.
PhilSquares From Ireland, joined Mar 2004, 3827 posts, RR: 53 Reply 9, posted (11 months 2 weeks 5 days 10 hours ago) and read 784 times:
Quoting Faro (Reply 8): Ah, but the pilot flying has his hand on the thrust levers, doesn't he...so he doesn't need the squeak, he has immediate tactile feedback mefinx.
Faro
Having flown both Airbus and Boeing, it really makes no difference at all! Yes the thrust levers move on the Boeing, but it's a very small movement, especially on the G/S. It's not like the throttle movements are from stop to stop.
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