Narrative:

The system being tested on aircraft the B-757 fleet is unsafe and unnecessary automation that seems to be the latest in an attempt to reconfigure the aircraft move throttles or change flight modes without the pilot being involved that is going to kill people. There is no reason for this type of automation for automation sake and on the departure out of lga today we hit a 20 KT loss at about 1000 ft while the throttles were retarding themselves without pilot input. It gives you 1 more hesitation as you try to figure out what is going on. Yes, we knew to expect it from the sel, but what if I had wanted to stay in takeoff power a few more seconds instead of having it come out of takeoff a few seconds early?! This and similar types of automation must be stopped and reversed. What happens if you are on a typical high fast approach where ATC has held you up and now you are hurrying down. All safe -- all legal, and due to a mild wind shear you momentarily pick up 10 KTS...without touching anything the automatic flaps start retracting, only due to a system failure, only 1 side comes up. This dark quiet cockpit concept that works so well in the simulator stinks on the line. Keep the pilot informed. An engine failure on takeoff at rotation with all warnings basically suppressed on a foggy twilight takeoff is going to cartwheel an aircraft as it has done in the simulator. Please reconsider this trend. 'New subject' the airbus, as its system now stand, is dangerous.

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Original NASA ASRS Text

Title: B-757 AUTO THRUST AUTO RETARDS OUT OF TKOF PWR SETTING BEFORE CAPT IS READY FOR THRUST REDUCTION.

Narrative: THE SYS BEING TESTED ON ACFT THE B-757 FLEET IS UNSAFE AND UNNECESSARY AUTOMATION THAT SEEMS TO BE THE LATEST IN AN ATTEMPT TO RECONFIGURE THE ACFT MOVE THROTTLES OR CHANGE FLT MODES WITHOUT THE PLT BEING INVOLVED THAT IS GOING TO KILL PEOPLE. THERE IS NO REASON FOR THIS TYPE OF AUTOMATION FOR AUTOMATION SAKE AND ON THE DEP OUT OF LGA TODAY WE HIT A 20 KT LOSS AT ABOUT 1000 FT WHILE THE THROTTLES WERE RETARDING THEMSELVES WITHOUT PLT INPUT. IT GIVES YOU 1 MORE HESITATION AS YOU TRY TO FIGURE OUT WHAT IS GOING ON. YES, WE KNEW TO EXPECT IT FROM THE SEL, BUT WHAT IF I HAD WANTED TO STAY IN TKOF PWR A FEW MORE SECONDS INSTEAD OF HAVING IT COME OUT OF TKOF A FEW SECONDS EARLY?! THIS AND SIMILAR TYPES OF AUTOMATION MUST BE STOPPED AND REVERSED. WHAT HAPPENS IF YOU ARE ON A TYPICAL HIGH FAST APCH WHERE ATC HAS HELD YOU UP AND NOW YOU ARE HURRYING DOWN. ALL SAFE -- ALL LEGAL, AND DUE TO A MILD WIND SHEAR YOU MOMENTARILY PICK UP 10 KTS...WITHOUT TOUCHING ANYTHING THE AUTO FLAPS START RETRACTING, ONLY DUE TO A SYS FAILURE, ONLY 1 SIDE COMES UP. THIS DARK QUIET COCKPIT CONCEPT THAT WORKS SO WELL IN THE SIMULATOR STINKS ON THE LINE. KEEP THE PLT INFORMED. AN ENG FAILURE ON TKOF AT ROTATION WITH ALL WARNINGS BASICALLY SUPPRESSED ON A FOGGY TWILIGHT TKOF IS GOING TO CARTWHEEL AN ACFT AS IT HAS DONE IN THE SIMULATOR. PLEASE RECONSIDER THIS TREND. 'NEW SUBJECT' THE AIRBUS, AS ITS SYS NOW STAND, IS DANGEROUS.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.