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To view this page ensure that Adobe Flash Player version 9.0.124 or greater is installed. limits had allowed them to over-shoot optimum AOA, resulting in a “mush” effect and greater altitude loss. In high-speed pull-ups 777 pilots had to respect G limits, while in the A330 they merely pulled the sidestick to the aft stop and let the computer give them 2.5 G. The ALPA committee approved of what it called “the carefree han-dling afforded by hard limits” but added, “We would like the pilot to retain the authority to override lim-its and protections.” Unfortunately, that isn’t possi-ble—it’s simply an either/or choice between hard and soft limits. The 3.0–3.5 G limit of the 7X is a significantly harder pull-up than Airbus control laws allow (2.5 G). While 3.5 G is a stroll in the park to a fighter pilot or an aerobatic competitor, a typical business jet pilot will have had zero experience pulling Gs and would probably not obtain that load in an emergency unless he panicked (and thus risked pulling the wings off). In a roll, Airbus FBW aircraft are hard limited to 67° bank. The 7X has no bank limit, so in terms of maneuverability its hard limits are quite a different proposition—the Falcon 7X has 90° of roll in just over 2 seconds and 3.5 G avail-able, giving it high maneuverability and hard limit protection at the same time. The throttles for the 7X move with thrust changes, whether the auto-throttle is on or off. Boeing too backdrives the 777’s throttles with its autothrottle engaged, so the pilot can always see or feel thrust selec-tion in moving the throttles. On the other hand, even in the A380, Air-bus continues with throttles that remain stationary (in the climb detent) with the autothrottle operat-ing. ALPA and IFALPA have criti-cized this system.
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