The same thing happens on the 777 and 787: if too much opposite force is applied on both yokes, they lose their linkage and are averaged. There is no warning or priority button, unlike on Airbus planes.
Older Boeing planes also have a mechanism to unlink the controls if too much opposite force is applied. The left yoke would control the left side of the plane, the right yoke would control the right side.
I stand corrected. But suffice to say it’s not an appropriate input when you lose airspeed at 35,000 ft.
I read the Admiral Cloudberg article again and saw that it was procedure for other scenarios as well.
It seem like the normal mode (protected flight envelope) is just encouraging bad habits? “Just go full stick back and hold it, don’t worry the computer won’t let you stall the plane…most of the time”
> It seem like the normal mode (protected flight envelope) is just encouraging bad habits?
Maybe, but at the same time it helps avoiding crashes like Sriwijaya 182 or Flydubai 981. Airbus has shown that planes with fly-by-wire and any kind of flight envelope protection (A320 and newer, A220, B777 and 787, etc.) experience less fatal accidents and less hull losses than planes with traditional controls (A300, A310, B737, etc.), even today: https://accidentstats.airbus.com/fatal-accidents/
Unfortunately, these safety improvements mean that we only hear about cases where automation fail to help, like in the case of AF447, but not cases where it prevented an accident.
GP claimed “there doesn't exist any situation, in any plane in any conditions, where holding the stick back the entire time would be an appropriate input. Literally doesn't exist.” That's what I was replying to.
Going by CVEs, Haiku is more secure than OpenBSD. Linux has had strong kernel-level crypto enabled by default on major distributions for years, see AF_ALG or LUKS.
On the wiki page you provided, the only thing that really stands out at the kernel level is KARL, which has a dubious utility: https://isopenbsdsecu.re/mitigations/karl/ It is not even up to date: strlcpy(3) and strlcat(3) were implemented in glibc 3 years ago.
Older Boeing planes also have a mechanism to unlink the controls if too much opposite force is applied. The left yoke would control the left side of the plane, the right yoke would control the right side.
Interestingly, the dual-input rate is roughly the same on Airbus and Boeing planes: 0.44 per 1000 flights and 0.4 per 1000 flights, respectively: https://bea.aero/fileadmin/user_upload/F-GSQJ_finalreport_EN... pages 45 and 47.
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