I read this thread earlier and became frustrated by the number of times people repeated the same old misunderstandings. Thanks for taking the time to try to correct them.
Having a critical system, whether mechanical, electric or hydraulic is an unavoidable fact of aviation. For example on the airbus if there is a complete failure of the fly by wire system the plan is to fly the aircraft using only the trim for pitch control and the rudder for lateral control. I'm sure pilots routinely give this a go in the simulator, but I'd be very surprised if the expected outcome was much above a controlled crash. It's a case of managing the risk of a problem against the hazards.
An AoA disagree warning will probably be written up as a fault requiring written authorization to depart from a maintenance base. The pilot would be expected to be extra vigilant in avoiding flight close to the stall until the error was corrected. Perhaps settling for easier approaches, longer runways etc.
Having a critical system, whether mechanical, electric or hydraulic is an unavoidable fact of aviation. For example on the airbus if there is a complete failure of the fly by wire system the plan is to fly the aircraft using only the trim for pitch control and the rudder for lateral control. I'm sure pilots routinely give this a go in the simulator, but I'd be very surprised if the expected outcome was much above a controlled crash. It's a case of managing the risk of a problem against the hazards.
An AoA disagree warning will probably be written up as a fault requiring written authorization to depart from a maintenance base. The pilot would be expected to be extra vigilant in avoiding flight close to the stall until the error was corrected. Perhaps settling for easier approaches, longer runways etc.
All pretty normal aviation practice.