That's not quite the same, Ken. Spatial Disorientation is a seriously
difficult situation to defeat and the poor VFR pilot is being misled, unlike
the drivers who cut inside an articulated lorry in the turn or go the wrong way
up a slip road.
The AF aircraft had entered a thunderstorm (unlike any other airliner on that
route at that time), the ADC probe had iced up, the AP had disconnected, the
stall warning was sounding and each pilot (including the captain, who had been
down the back) thought that they needed full back-stick. The pilot's station
can override the co-pilot's, but not vice versa, I understand. I know several
ex-forces captains on Airbus so I'll check with them on my next flying day.
This is as I read it some months ago. I need to have another look at as I now
lecture aircrew, both experienced and inexperienced, in Spatial Disorientation.
It continues to cause between 1/4 and 1/3 of accidents, is twice as likely to
be fatal and 80% of aircrew do not know that it is happening (sorry about the
mix of units there . . . ).
Chris
On 16 Jun 14, at 22:16, Ken Norton <ken@xxxxxxxxxxx> wrote:
> Very similar, if not identical situation to when a VFR pilot enters
> IFR conditions for the first time. Suddenly his artificial horizon has
> failed. It really didn't fail, but his seat was telling him one thing
> and the instrument panel was telling him another. He's convinced that
> his seat is right even though the wings are peeling off. (and it isn't
> just VFR pilots that can't figure it out. The Air France Flight 447
> crash is a good illustration of how a highly trained and skilled crew
> could stall out an aircraft and keep holding the stinking thing in the
> stall all the way down to the water. (actually, the fly-by-wire
> controls were part of the problem because the copilot had his stick
> all the way back overriding the pilot's control inputs).
--
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