Originally Posted by
inducedrag
... The recorded CAS1 keeps decreasing due to probable icing conditions, the crew take over with autopilot disconnection and nose down orders (positive elevators deflection). The pitch attitude decreases from +1° nose up to -8° nose down.The crew further increase the thrust (with throttles moving to full forward stop) and still order a nose down on control column (positive elevators deflection).In these conditions, with full thrust order and nose down orders maintained, the actual aircraft speed builds up toward VMO whilst the rate of descent increases significantly up to 12,000 ft/min.Overspeed warning is triggered when crossing 20,500 ft indicating that the airspeed from ADC2 is valid at this time (overspeed warning triggers after crossing VMO=340 kt with either CAS1 or CAS2). Nose down orders are still recorded and pitch attitude further decrease to -15° nose down. In the meantime, increased vertical load factor excursions are recorded. At this time, the CAS1 recovers progressively from the probable icing conditions (CAS1 records 100 kt increasing). The crew maintain a nose down order with overspeed warning still active (and lasting 52.34 sec)...
If they could only have maintained this a while longer, one of two things could have happened:
1) The TAT would have melted the pitot ice, and the automatics (as advertised) would have restored normal flight, or
2) There would be no need for a postflight inspection before reusing the ship.
Originally Posted by
Contract Con
...However, next time I hear an Airbus instructed "Best speed to the field", I am expecting 471kts
Airbus should be able to use this adventure to increase A310 Vd to 471!