PJ2
I have a few questions.
At "unreliable airspeed" and a/p disconnect, was the a/c experiencing attitudes/control inputs that had exceeded the autopilots programmed range? Or did the a/p decouple simply because of uA/S?
Other a/c had encountered unreliable a/s, without turbulences forte, could 447 have been in still air? How quickly did the a/c revert to Alternate Law II, then Direct?
Could the pilots have been so quickly left with an a/c needing manual control only that they overcontrolled into upset?
RTLU. Is travel limited by mechanical (dynamic) stops? Or is it restricted by pressure/sensing of hydraulics?
At 4/8total sweep, (degrees) and mechanical stops, without hydraulics diminished, can the Rudder experience rapid reversals and subject the a/c to cycling divergent Yaw?
ACARS cadence. Could the a/c have remained under control through all ACARS, and at altitude?
Cabin. Could the Cabin Pressure FAIL transmission have been an auto alert that pressurization was lost, at altitude?
On mm43's excellent "debris" graphic, isn't the Vertical Stabiliser/Rudder shown at the "Start" of the field? The Spoiler well "past" it?
Had the a/c 'disintegrated' (this is a very loose term, meaning lost parts at altitude), wouldn't the debris field be expected to be compact? Would it not also indicate a quite "rapid" descent to the Sea, explaining the proximity of the debris on the surface to 447's last "reported position"?
bear