Hi Bearfoil,
I really think that you are chasing your own tail all around this thread.
Originally Posted by Bearfoil
Steady on. -9 degrees is the a/p limit, the a/c Pitch has not been supplied by BEA. Except in + range........ (perhaps ND does not concern?)
The BEA supplied some informations in its narative. Those they considered relevant in order to understand roughly the sequence of events, mostly because there is still many data they would have to check further in detail or to derive from those rough recorded data. But, be sure that it should not cover the flight parameters while she was still flying in auto-mode as it would be very easy for them to verify immediately if everything was ok until the point autopilot disconnected (cross-checking all speed, altitude, position, parameters from the various sources will tell you straight away if it is right or not).
At AP disconnection, the only thing they considered worth mentioning was that the aircraft started rolling (meaning she was wings level before), we don't know the rate or amplitude; but, do you really think that they would hide to us something very unusual, just before this point?
More likely, don't you think that she was flying as expected at FL350, 275 kt, wings level, +2.5 deg pitch, THS should be about ~2-3 deg NU?
Some of this is already part of the narative:
At ORARO : flight level 350, Mach 0.82, pitch attitude about 2.5 degrees; airplane around 205 tonnes and 29% MAC; Autopilot 2 and auto-thrust engaged...
Further change is noted:
2 h 08 min 07: slight turn about 12 degrees to the left; turbulence level increased slightly; speed reduced to about Mach 0.80.
2 h 10 min 05 : autopilot then auto-thrust disengaged; airplane began to roll to the right...
Beside, AP disconnection, one not due to protections kicking (High AoA or High Speed) or Failures in relevant systems, then due to AP limits are:
- Aircraft attitude :
* Pitch > +25° or < -13°
* Bank > 45°