>>1282336>Do these work in alternate/raw law or are they inhibited?Dual Input occured after the aircraft entered stall. As a result, the Airbus system placed a higher priority to the "Stall Stall" aural warning. As I understand it, in all aircraft (including Boeing, Bombardier and Embraer aircraft) have a aural warning priority system. You don't want to have your Radioaltimeter speak over the "Terrain Terrain Pull Up", or have the Autopilot Disconnect aural warning play over a TCAS resolution advisory.
Because the aircraft knew the plane was in a stall, but was in alternate law, the aircraft would prioritise the most dangerous state first, once that is resolved, the next state after that.
There is an input indicator in front of both the Capt. and F/O side which will light up showing if the other stick is being moved. This was implemented on the A320 during its design and has remained on every Airbus since, including the A350 (I cannot comment on the A220).
There were 3 things which could have saved AF447.
1. The captain decided to not fly through the storm, which a Lufthansa flight in front decided to fly south of, and a British Airways flight behind flew north of.
2. The crew practiced Positive Transfer of Control (that is "I have control", etc.)
3. Air France practiced during line checks and simulator hours, manual flight during cruise as well as Airspeed Unreliable proceedures.
An incident a number of months prior involving a British Airways flight (I think it was an A320) featured the captain immediately taking control of the aircraft, announcing his intentions to his F/O and then following Airspeed Unreliable proceedures by flying level and setting the throttle levers to a certain position, according to altitude. The BA captain, after establishing control under Aviate, Navigate, Communicate then contacted ATC for readouts of his airspeed according to radar, and he switched to a dedicated radio frequency until landing.
