Originally Posted by Machinbird BEA has not yet provided spoiler and aileron position data, so analysis of the causal aspect is not yet possible.
Carried over from Thread No. 8
Originally Posted by Clandestino
Well, if it doesn't make it to the final report, you can always use page 112 of interim 3: lateral DFDR parameters. Ailerons and spoilers staunchly followed the sidesticks, their periods of fluttering like mad were occasionally interrupted by full LWD deflection with not much apparent effect, as expected in stall.
Clandestino, look at the data you suggested and blow it up until you can see the shape of the curves. You cannot using that data. Not enough pixels to see anything. Just a bunch of blocks. I do not call that disclosure of the data.
FDs need to be changed in terms of their appearance in marginal systems behaviour Stall Warning needs to be overhauled including dedicated visual channel and to operate in cases of low speed Feedback in terms of systems failures (presumably ECAM) needs to be clarified and improved
Some certification changes will also be recommended.
So - any claims of a whitewash putting the finger solely on pilot error from this point onwards are clearly false.
[UPDATE - Claims final report will include computed FD commands, which should please some who wanted that information...]
Last edited by DozyWannabe; 5th Jul 2012 at 13:09.
... Just to be accurate : 14h30 local time in France (metropole=Paris) is 12h30 UT and also 00h30 GMT (reference for astronomy : the day starts at noon the sun passing the Greenwich meridian at 00h00 true solar time # 00h04m40s GMT 5.july2012) . (International convention)
... I have noting against UK !
roulishollandais (enjoying with sundials...)
Last edited by roulishollandais; 6th Jul 2012 at 20:59.
Reason: 5.july 2012 JJ day changes at 00h00 true solar time,00h04m40s
Technical failure and human error led to the loss of an Air France flight over the Atlantic in June 2009 and the deaths of 228 people, according to the final report into the crash.
The report by France's aviation authority, the BEA, says the crew did not react correctly after the Airbus A330 had technical failures.
It disappeared from radars while en route to Paris from Rio de Janeiro.
It took nearly two years for the flight recorders to be found.
Thursday's findings are in line with a preliminary report released last year by the BEA.
That report said the pilots did not follow the proper procedures after the aircraft's speed sensors - called Pitot tubes - failed during a storm two hours after take-off.
The plane stalled and lost altitude, the report said, and the captain did not retake control of the plane after taking a rest.
One of the mistakes of the crew, according to investigators, was to point the nose of the aircraft upwards, after it stalled, instead of down. Manslaughter claims Investigators have found fault with both Airbus and Air France, sparking a row between the two firms over their accountability for the crash.
Both companies are under investigation by French magistrates for alleged manslaughter.
A separate judicial report will be released next week. This is also expected to echo Thursday's report by the BEA, the French news agency AFP says.
Since the crash, Air France has replaced the speed sensors on its fleet of Airbus jets - made by the French firm Thales - with a newer model.
The wreckage of the plane was discovered after a long search of 10,000 sq km (3,860 sq miles) of sea floor.
After 23 months of searching, robot submarines finally found the flight "black box" recorders last year.
... Just to be accurate : 14h30 local time in France (metropole=Paris) is 12h30 UT and also 00h30 GMT
Rather a surprise to us brits, who are told that they use GMT half the year.
More specifically, from wikipedia Historically the term GMT has been used with two different conventions, sometimes numbering hours starting at midnight and sometimes starting at noon. The more specific terms UT and UTC do not share this ambiguity, always referring to midnight as zero hours. Astronomers preferred the latter GMT convention in order to simplify their observational data so that each entire night was logged under a single calendar date.
The flight directors provided indications to increase the nose up attitude.
Not quite accurate. The presentation stated that the FDs indicated "slight nose-up" (presumably 5 degrees) at the point of Stall Warning activation. If they were indeed indicating 5 degrees then the FDs would have been ordering an initial small nose-up command followed by maintaining the 5 degree attitude. What was in fact commanded by the PF was a nose-up to almost 15 degrees within five seconds - way in excess of what the FD was displaying.
Last edited by DozyWannabe; 5th Jul 2012 at 14:50.