AIR CARAIBE TIMELINE
22:22:20 to 22:22:36 TAT increases from -14 to -5
22:22:36 to 22:23:00 TAT constant at -5
22:22:59 CAS reduces from 273 to 85 kt (AP disengage FD flags)
22:23:36 to 22:23:45 STALL warnings
22:23:00 to 22:23:54 TAT decreases to -14
22:24:25 CAS recovers to 275kt
22:24:24 to 22:24:40 FD's re-engaged
22:24:41 AP re-engaged
Elapsed time 2 mins 21 secs.
Flight time with unreliable speed 1 min 26 secs
Working assumption:degree of turbulence far less severe to AF447
Does anybody technically-minded have anything to say re post #1148 from Interflug.Confirmation of:
-ACARS message advisory not warning(already established)
-Rudder travel limit gelee(frozen) at ten degrees after ADR disagree?Correct?
-SEC controls this "lock-out" function?
-Not theoretically possible for rudder travel limit to default to higher travel limit than TEN?
-Full travel available after slats out?What keeps slats in?Airloads only?
Is there theoretically the possibility, that the RTL got a wrong - much lower - CAS/TAS before it froze?
(Interflug)
It is perhaps a long shot, but a rudder not responding to electrical orders may have tripped PRIM 1 and SEC 1 at the same time.
(Wytnucls)
Anything at all that could have let the crew get more rudder deflection than they bargained for ??