PEI_3721;
With the autopilot engaged, if the aircraft’s reaction to a gust in turbulence is beyond certain boundaries (pitch +25, -13, roll 45, speed, AOA, well before the constraining ‘g’ limits of the FBW system), the autopilot disengages (with alerts) and hands a fully functioning aircraft (controls) to the crew, there is no change in control law.
Thank you for that concise description.
It is worthy of note that the GS between 0200z and 0210z AOC positions decreased from 464KT to 463KT, possibly indicating that the chop conditions remained similar. However, GS may have significantly decreased just prior to 0210z as the a/c penetrated the Cb up-draught. A significant pitch up and latent heat transfer through condensation forming ice could probably be directly responsible for the AP "giving up". This in just a few seconds. G forces and sudden hell breaking out in this manner, is not the best way to start a recovery, especially as the pilots minds were probably engaged on why they couldn't log on to DAKAR using ADS-CPDLC, a procedural requirement 20 minutes before TASIL. Never mind not noticing the bad stuff on the WX radar.
mm43