Will Fraser:
AD 2008-0010R1 07/October/2008 EASA
Be careful what you turn off, lest nose drop.
I'm not turning off anything until facts are making some leads very very unlikely. You are pointing an EASA AD concerning:
1. very specific models (without rev.), about which we don't know if F-GZCP belongs to any.
2. very specific in flight Law (re)configurations (low level go around), when FCPC1 is inop and FCPC3 not fully powered, with an engine stopped.
3. a transient pitch contol problem when pitch reset to zero.
On the other hand, (only if F-GZCP could initially develop such an issue):
a) she was at FL350;
b) she had both engine running;
c) she had AP, A/TRH, PFD off;
d) she was in Alternate Law 2;
e) she had an FCPC1 reset when a-d conditions were still valid.
Considering 1-3 vs a-e, it makes it very stretched to consider that what could have been a very serious issue at low level would precipit F-GZCP out of control from FL350 when almost none of these documented "upset" conditions were never met by her at any time.
Consequently, this "nose drop" theory is mostly an attempt to bend the facts in order to fit it, beside discarding all we know that doesn't fit very well, as plenty of "probe icing" experiences just proved that no aircraft ever had such a tendency to upset (and drop nose) in this case.
S~
Olivier