TheShadow,
The BEA has conceded that the automation can be duped by false airspeeds to misposition flight control surfaces
I don't see it as a question of "misposition" but more as an inapropriate amplitude of movement. Also, for the 330, the outboard ailerons could be displaced when actually only the inboard ailerons should move for higher speeds.
The THS is trimmed for a lower speed and so the baro-hold is causing the autopilot (at the higher actual airspeed) to hold stick forward/elevator down pressures.
I don't think it is the way it works. The THS is not set in function of the
indicated airspeed.
In each pitot, tube-central air-flow pressure sensed at the transducer would be increasingly impeded - but never blocked entirely - leading to a growing decrement of the order of a few knots initially, and many knots latterly (after about 10 minutes say).
Anything below 60 seconds would be well enough ... IMO.
Could you amplify exactly what these two propositions entail in terms of indications?
From the Airbus FCTM :
