Hi,
So if trim is sitting at 13 degrees aircraft nose up direction and you need to get it down to around 4 degrees ANU to recover, it would take 13-14 strokes on the trimwheel.
From the Rumours and News:
BEA
"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."
So there is no evidence that the PF did not in fact maintain the nosedown inputs?
Typically of the BEA (on this occasion) the note later mentions both pilots applying simultaneous inputs - but it doesn't indicate whether those inputs were up or down......
On the other hand, the BEA DOES say without equivocation that the THS remained in the same 'full up' position that it had adopted (for whatever reason) at the onset of the accident "until the end of the flight." And, as the BEA said in the earlier Perpignan report which I quoted above, this would likely have left the pilots in a situation which they "could not manage to counter, even with the sidestick at the nose-down stop"?
http://www.pprune.org/rumours-news/4...ml#post6558788
When PF make nose up stick inputs the THS follow .. and when PF made nose down inputs the THS don't follow
Why
