Originally Posted by HN39
Turbulence caused a momentary excursion of "phase advanced" AoA beyond alpha-prot, and that put the FCS into alphaprot law (High AoA protection). That protection is lost in Alternate Law 2. I believe I have read on this thread that this particular logic has been changed as a result of the A340 AirProx incident.
- yes, but that does not explain the
logic, merely the
mechanism. Why is it so designed that it operated in cruise? Why did the a/c need "High AoA protection" whilst in a high altitude cruise, and such that it would pitch the a/c up into a ...........High AoA environment? I understand the 'change' was an inhibit related to a certain Mach - not particularly useful, I feel, in an a/c without ADC data?
JC - on the face of it, 445 looks quite different. The primary need for investigation is in the handling by AF of the report and data, I think.