A220 Design Flaw
11-25-2022, 01:04 PM
#1
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Joined APC: Oct 2019
Posts: 414
A220 Design Flaw
Love how the FAA lets them keep flying with this kind of ****ty design. How do they fix it? Just tell the pilots not to screw up. Sound familiar?
FAA: Inadvertent A220 Autopilot Engagement Almost Caused A Pair Of Catastrophic Incidents (simpleflying.com)
FAA: Inadvertent A220 Autopilot Engagement Almost Caused A Pair Of Catastrophic Incidents (simpleflying.com)
11-25-2022, 03:01 PM
#2
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Joined APC: Apr 2006
Position: A220 First Officer
Posts: 561
If you kick off the auto throttles while on takeoff roll you set the takeoff thrust manually and wait until airborne to reengage the auto throttles. Reaching up to the glareshield to reengage the auto throttles while rolling down the runway is not a good idea as the autopilot button is directly above it and could be pressed inadvertently.
11-25-2022, 07:16 PM
#4
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Originally Posted by UNDGUY
If you kick off the auto throttles while on takeoff roll you set the takeoff thrust manually and wait until airborne to reengage the auto throttles. Reaching up to the glareshield to reengage the auto throttles while rolling down the runway is not a good idea as the autopilot button is directly above it and could be pressed inadvertently.
11-26-2022, 03:18 AM
#5
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Joined APC: Apr 2006
Position: A220 First Officer
Posts: 561
The auto throttles are armed prior to starting the takeoff roll. You slowly push the thrust up until you feel the auto throttles grab the thrust levers and move them to takeoff thrust. If you don't let go of the thrust levers when the auto throttles take over, the auto throttles disengage. People try to push the thrust levers all the way to takeoff thrust manually and disengage the auto throttles. This emergency AD is an awareness campaign. Operators will make their pilots aware of the possible issues. Training curriculum will incorporate these scenarios and instructors will make it a strong point of emphasis during training.
11-26-2022, 04:26 AM
#6
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Originally Posted by UNDGUY
The auto throttles are armed prior to starting the takeoff roll. You slowly push the thrust up until you feel the auto throttles grab the thrust levers and move them to takeoff thrust. If you don't let go of the thrust levers when the auto throttles take over, the auto throttles disengage. People try to push the thrust levers all the way to takeoff thrust manually and disengage the auto throttles. This emergency AD is an awareness campaign. Operators will make their pilots aware of the possible issues. Training curriculum will incorporate these scenarios and instructors will make it a strong point of emphasis during training.
11-26-2022, 04:44 AM
#7
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Joined APC: Jan 2006
Position: Engines Turn Or People Swim
Posts: 36,742
Originally Posted by Beech Dude
So AB redesigned their A/THR system for just the 220? Or is the 350 different as well? The levers move now, a la Boeing?
11-26-2022, 04:48 AM
#8
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Joined APC: Apr 2006
Position: A220 First Officer
Posts: 561
Originally Posted by Beech Dude
So AB redesigned their A/THR system for just the 220? Or is the 350 different as well? The levers move now, a la Boeing?
11-26-2022, 04:51 AM
#9
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Originally Posted by rickair7777
Airbus designed nothing on the A220... it was built by Bombardier and then re-branded. Probably more similar to a CRJ than actual buses.
11-26-2022, 11:56 AM
#10
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Position: Baja Vermont
Posts: 5,137
The avionics and systems are absolutely nothing like a CRJ. What’s interesting is why is the button installed n the first place and why there? Why isn’t the standard to arm the AT on the pre-taxi checklist? Or arm using TOGA press, engage the autothrottles with the throttle switches, as on other Collins systems.
Why are pilots finger-dicking the FGP on the roll?
Why are pilots finger-dicking the FGP on the roll?
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