Garage Years
Quote:
At around 2 h 11 min 40 <snip>
The altitude was then about 35,000 ft, the angle of attack exceeded 40 degrees and the vertical speed was about -10,000 ft/min. The airplane’s pitch attitude did not exceed 15 degrees and the engines’ N1’s were close to 100%. The airplane was subject to roll oscillations that sometimes reached 40 degrees. The PF made an input on the sidestick to the left and nose-up stops, which lasted about 30 seconds.
At 2 h 12 min 02, the PF said "I don’t have any more indications", and the PNF said "we have no valid indications". At that moment, the thrust levers were in the IDLE detent and the engines’ N1’s were at 55%. Around fifteen seconds later, the PF made pitch-down inputs. In the following moments, the angle of attack decreased, the speeds became valid again and the stall warning sounded again.
At 2 h 13 min 32, the PF said "we’re going to arrive at level one hundred". About fifteen seconds later, simultaneous inputs by both pilots on the sidesticks were recorded and the PF said "go ahead you have the controls".
The initial altitude (FL350) and 2 minutes @ 10K/min gets you close to FL100
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(My new bold) Between 2h13m32s and eor, 2h14m38s, the a/c descended ~two miles.
Just before, with ND, the AoA lessened, the pitots stopped blanking, and an a/s was presented. Still at Stall, the vertical speed was 107 knots, square with horizontal, also 107 knots. This is an AoD of 45 degrees, with full power seemingly available. So at FL100, and these numbers......If this is true, they did not "miss" by much, a recovery...?