Hi,
Originally Posted by RWA
3. ‘The stall’ – stall warning sounds, pilot applies standard ‘stall avoidance’ procedure at that time (apply TO/GA power and seek to minimise altitude loss).
Where did you get that?
There is NO such a "
Standard stall avoidance procedure" for A330 due to NORMAL LAW flight envelope protections. If you want to refer to what is really relevant, you'll need to check into the "Abnormal Operations" related to ALTERNATE LAW, where stall avoidance procedures are described.
Here, you'll learn what the correct procedure is 3.04.27 page 6 (Rev 18, 2003). There is two cases: low speed and high altitude.
a) low speed: Apply TOGA
and (at the same time)
reduce pitch angle (angle-of-attack).
b) high altitude:
Relax back pressure on sidestick (reduce angle-of-attack).
Where is then this "standard [imaginatory] procedure" you were talking about for
high altitude stall warnings:
=> Apply TOGA and
maintain back pressure on sidestick !?!
Both actions recorded are wrong for the situation: TOGA is not needed, neither is this pulling up.
This was the second stall warning, the first was ignored or responded by a pitch up if volontary applied. There is no trace of your:
1. ‘Signoff’:- AP/ATH disconnect, pilot takes manual control, corrects an uncommanded bank, and begins flying ‘pitch and power.’
Pitch was wrong and power was not unlocked (no trace of this in BEA narrative). You are retaining bank correction without pitch correction. Why are you making up this stuff?
Same about this:
Originally Posted by BEA
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 recorded angle of attack, of around 6 degrees at the triggering of the stall warning, continued to increase. The trimmable horizontal stabilizer (THS) passed from 3 to 13 degrees nose-up in about 1 minute and remained in the latter position until the end of the flight.
Around fifteen seconds later, [~0211:06]
How can you say that you don't know when THS moved to 13°?
This is obviously timmed starting at or closely after 0210:51 and then ended also close to 0211:51.
Originally Posted by RWA
If Flightglobal (and I) are wrong, please inform us what the recommended procedure actually was back in 2009, and what changes were made recently?
Of course you are completely wrong.
What changed was the emphasis on Pitch rather than Thrust, as large thrust increase may have an adverse effect on pitch reduction at low speed. At high altitude, it doesn't change a glitch as stall warnings would be triggered at the onset of buffet, likely at an already high Mach, without many excess thrust available, hence only a question of AOA at the limits of the safe flight envelope.
Check by yourself the relevant part of A330 FCOM in use before 2009:
