Originally Posted by
robthree
I'm certainly not saying that FMA callouts replace situational awareness and airmanship. But they do answer the question "what's it doing now?" and when the autopilot is on, that's where SA starts(not ends!) All that furious button pressing and knob turning should tell somebody they're operating at the wrong level of automation for the flight conditions.
As far as the FMAs having the correct annunciations, that's pretty much the whole point. The didn't have the correct annunciations and nobody noticed in all the accident and asap reports in the flightsafety report. The accident chain for UPS1354 started with a failure to recognize the FMAs were not in agreement with the crew's intent.
But I'm also on board with the idea that the VVM SOP is there to help us understand what the plane is doing, not to replace understanding of what the plane is doing, but that sometimes compliance does not lead to comprehension.
So you're said toolbag.
Just kidding. My point R3 is that there's so much talking and pointing going on that radio calls and actually flying the aircraft are taking a back seat to VVM'ing. That, IMO, is less safe than it was before the January edict and as PIC, I'm using my authority by suspending it from takeoff until landing. Bulletin says I can do so, and I will.
How's about just looking at the FMA's like we've always done and if it's incorrect, do something about it? We're micromanaging every aspect up there and this ridiculous procedure isn't helping.
And yes, filed an FSAP explaining the missed calls and my dissatisfaction with said procedure.