Guys,
When reading the acars reports the type (typ) message is important. Keep in mind the chicken and the egg: Faults frequently cascade into Warnings. (FLR=Fault Report) (WRN = Warning) In the code block: Faults are six digit (FR). Warnings only four usable (WN).
greenspinner wrote:
ISIS reset
ISIS on this case doesn't fail , just reporting bad input.
The fact you quote is that ISIS need a reset after a quite long operating, but now it's over, we don't have to reset ISIS CB after that time.
from my own, and as the data I've got message related to ISIS means no data from Stby probes ....
Maybe this is very significant Greenspinner. Are you thinking that the fault 3422 ISIS at 0211z is an
Lack of Input Data From the Standby Probes?
This could lead credence to the theory that ALL probes and pitots iced up meaning: there was nothing left to switch to, and nothing left to fly on pitot static wise (a/s, alt, v/s). This would explain why all three Air Data computers gave up, and why the rudder limiter gave up, and why a cascade of warnings hit the crew.
I'm going to speculate, that a jet upset into thicker air that's recoverable, occurs in roughly 60 seconds. Any takers? I base this on an actual emergency decent we did in a 747 from FL430 with the gear down/boards up and decent at .86M?/320kts. We think we exceeded 10,000/min. The Capt was an Edwards Test pilot. What happens is you get into a test pilot world where a phenomenon known as "dynamic spillage" occurs. At this speed, and with engines at idle, most of the relative wind can no longer pass through the engines. It instead bounces out off the N1 fan, back around the outside of the engine cowl. It creates a pronounced shutter/buffet from the engines wagging back and forth on the pylon. It is a violent maneuver and nothing like the simulator. At the stand, I spent ten minutes trying to pick my pencils pens and flight bag contents out from behind the copilots rudder peddles.
But for any FAA guys reading this: This is a fictional story for educational purposes only.
So Theoretically,
If they iced up at 0210z..... they flew for another three minutes before the really unlucky event hit them at 0213z: the loss of full flight controls.
We know now, from our techs here at Pprune, that the last acars transmission (0214z) was a #2131 Advisory WARNING: Cabin Rate Change. This does not mean depressurization. It is a warning that at your current rate of aircraft descent, that you will "catch" the cabin too early (before you land) and this will hurt your ears dearly. The remedy on normal ops is to manually select the pressurization rate knob to a greater cabin-descent rate position. Translation: At 0214z they were already in the high dive.
Opinions? (from jet pilots, mechs..)
Now Spinner, what, precisely, do you feel is a 22-83-34 flt cntrl fault?
CC