Once again we must understand the control laws on these FBW fxlight control systems to come up with or actually determine a "cause".
- Upon determining unreliable air data, the Viper I flew all those years ago used one of two "gain" values depending upon gear up/down. So body rates and AoA became more important in the computer algorithm. We even had one guy flt for 7 or 8 minutes with ZERO air data and no AoA probes due to a 40 pound bird strike on the nose.
- The Airbus longitudinal control algorithm uses pitch attitude and roll to modify the gee command. Also has the AoA input to "keep you from stalling". Such an implementation in this case may have helped a lot depending on all the reversion sequences. Hell, we went thru all this for a year on the "other" thread.
Hopefully, this accident will provide a strng basis for much better training and maybe even some control law improvements as well as better alert indications.