I wonder why no one has thought of this already, in this day and OVERSPEED barberpole comming up from the bottom would require STICK BACK response and LOWSPEED(VLS etc) warnings barberpole coming down from the top would require a STICK FORWARD response. It is my opinion that, if the Speed tape were inverted it would reflect more accurately the side stick response expected. Just think,given they lack of visual referances,the crews low experience on type,and their higher stress levels- it is not unconceivable that in order to avoid the flap overspeed red barber pole on top of the tape the PF instinctively pushed the stick forward and kept it there.Īfter all, in response to TCAS generated RAs on the Vertical Speed tape arn't we suppossed to directly use the sidestick to fly the GREEN and avoid the RED area. That means that the low speed end is at the bottom and the high speed end at the top.Because of this layout,all warnings associated with "OVERSPEEDS" including VFE appear RED on the TOP OF the speed Tape. The Speed Tape on the A320s PFDs, as also those i suppose in other 'Glass Cockpits'including Boeings,runs from bottom to top. However, it is my suspicion that the Speed Tape on the PFD(primary flight display) could have contributed significantly to the setting in, of this disorientation The primary finding,simply put, is ' pilot disorientation' Ever since i read the report on the Gulf Air A320 Accident in Bahrain, the bit about the '11 seconds of forward input on the sidestick from the time overspeed warning sounded,right upto the impact ' has been nagging me.
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