Originally Posted by
WAGM
Along a similar line I've had a Radalt ramp up whilst cruising at FL330 and RA1(Amber) took over both sides indicating -5 feet and a host of ECAMS...
I certainly do agree that in that kind of automated airplanes, the AIR/GND logic can play many tricks, and engineers or certification process can not imagine or produce all that before airline pilots will have to experiment by themselves ...
It is quite common these days to get an "LDG MEMO" at FL370 over the NAT tracks associated to a RAD ALT showing 1000... just because you're not the only one out there...
Regarding your link, they don't talk about pilots experience and background, and as a RA FAULT implies using MANUAL PITCH TRIM, they may well have forgotten how to use that after flying the bus for too long ... witch could explain the too many bounces!?
Originally Posted by Clandestino
Back to airbus. Halbsheim flypast. Airplane was too low. Then it was too slow. On the top of it, idle thrust comes into equation (comanded, not as result of failure)
What can I say... you probably report the commonly accepted official version, but did you go further... ?
Have you ever seen at Farnborough one of these Airbuses demonstrating its capabilities of very slow flying... did you notice the resulting attitude?
Now, do you believe that Habsheim 320 was showing that typical attitude... or there were still many nose up degrees to extract before staling!?
Do you know that no more than 3 days after the crash, all the trees on the airplane path have been cut, before producing any clues?
Do you know that flight recorders have been hidden from Justice during the first... 10 days?
Do you know that brand new 320 technology was allowed only 1200 hours certification ... when Airbus decided to implement a 2000 hours program for the later 340?
Reading out of the box can teach all of us many things...