@ costamaia
@CWatters
Quote:
Why wasn't full power applied?
Wasn't it?
From the BEA 27 May report (
http://www.bea.aero/fr/enquetes/vol....i2011.en.pdf):
"At 2 h 10 min 51, the stall warning was triggered again. The thrust levers were positioned in the TO/GA detent and the PF maintained nose-up inputs."
"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%."
I meant later when they still had a high rate of descent..
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.
...although I admit it doesn't mention what they did with the throttles after that.