pich & thrust procedure, flight enveloppe
HN39, thank you for your simplified computation. I am surprised that the Mach number can decrease so close to M0.60 (with CLB thrust), which is close to the lower boundary of the flight enveloppe as far as I can remember (in such a configuration ~M0.58). Given that this latter can be further increased above M0.60 by a turn or turbulence, what if the AF 447 lost its flight control/protections (low speed protection, turn coordination, etc...) during a late (if the red areas appeared lately on the weather radar like in some past cases) manoeuver/turn to avoid the closest high top Cb cell (3NM deviation to the west of the normal trajectory) and with possibly increasing turbulences ?
(the stall alarms of the Air Caraïbe flight occurred around 4.3° of AoA I think)
Back to the past cases analysed by the BEA in the 2nd interim report, does the BEA suggest that the pich & thrust procedure was rarely applied (thrust remaining locked and no pich setting to 5°) ?
Jeff