CONF iture;
Thanks for responding.
I don't want to put too fine a point on this as it is just one of a number of notions which have been put forward to come to terms with the pitch-up. The drill and checklist are a problem.
The very fact that there is primary disagreement about how to do this checklist is itself, interesting and revealing.
I do see your point of course, but think about it: What pilot is going to pitch an A330 up at 5 degrees at FL350, expecting that the aircraft is not going to climb? The pitch and power settings for an A332 at FL350 at 205T for 260kts is 3.5deg and 70.9% N1. Five degrees is not going to be a runaway climb but it is going to climb.
The early drills and checklist, (2002, 2003) do indeed state that the "Immediate Pitch Attitude and Thrust Guidance" above FL100 is 5deg of pitch and CLB thrust.
The drill and checklist in force at the time of the accident is confusing because it's flow is not clear nor are the priorities for the pilot. I have made the points before that there are several "bifurcations" in the checklist which are difficult and problemmatic to memorize. The FCTM statements, (2007) which I reference state quite clearly that if the flight is not in immediate danger, then the procedure is to level off and troubleshoot.
The rest of the statement which you quoted from A33Zab's original posting reads as follows, (my bolding in the first sentence and after):
"PART 1: MEMORY ITEMS
If the safe conduct of the flight is affected, the flight crew applies the memory items. They allow "safe flight conditions" to be rapidly established in all flight phases (takeoff, climb, cruise) and aircraft configurations (weight and slats/flaps).The memory items apply more particularly when a failure appears just after takeoff. Once the target pitch attitude and thrust values have been stabilized, as soon as above safe altitude, the flight crew will enter the 2nd part of the QRH procedure, to level off the aircraft and perform trouble shooting. This should not be delayed, since using the memory item parameters for a prolonged period may lead to speed limit exceedance.
PART 2: TROUBLE SHOOTING AND ISOLATION
GENERAL
If the wrong speed or altitude information does not affect the safe conduct of the flight, the crew will not apply the memory items, and will directly enter the part2 of the QRH procedure."
Regardless of what Friday's release has to say, this drill and checklist is a problem.