Fox 3
No emergency procedures are verbally identified. No drills are done. No cross-checks of Attitude, or anything else, are called.
I'm not flying Air France again.
I have suggested to my brother, the international traveler, that he not use them
at all until their process of correction (I guess a year or two) is gone through.
I have some experience lecturing on FBW flight controls, and instructing in a simulator. Aircrew tend to follow A drill, rather than do nothing. The usual reasons for following the wrong drill are rushing into action based on only one or two bits of information (probably the audio warning and the speed readout failure in this case), reverting to type (flying the aircraft/action they are most familiar with, e.g. TOGA loss of IAS)
YES. Seen it as well. Hell, done it myself.
Power, Attitude, Trim.
Unless in direct law, the trim is provided by HAL.
The PF is flying for 15 degrees NU, power is variable as he's not sure of speed. There's no trimming, probably because he's forgotten it.
HAL is trimming, not the pilot. That's a design feature. No coolie hat on the stick to trim with ...
In fact, I think he's going for at least 12 degrees Nose-Up attitude right from the start of the problem.
Question please, doesn't everybody memorise the Power/Attitude combinations for t/o, climbout, cruise, descent and approach any more?
This situation should have been met with.
Take control
Set 2.5 degrees nose-up attitude and 90% power.
Cancel warnings, identify loss of IAS readouts.
Get PNF to confirm diagnosis.
Run through drills.
Recall Captain to flight deck.
What it's met with is:
Take control
Fly unreliable IAS drill calling for 12/15 degrees nose-up attitude
Push power up when stall warner sounds (instinctive)
No correct communication with PNF
Succinctly put.
I do think the Captain's failure to formally divide the tasks before leaving the cockpit is important to the last point.
From a formal perspective, yes, I agree, however, given the reaction of the PF in this case, as the various bits of CVR are dribbled out to us, I suspect it may not have mattered.
There is some vidence of "do the wrong drill, and do it now" as the first domino to drop after the Auto Pilot stepped aside.
RWA
they didn't have speeds - and both the Flight Directors kept cutting out at intervals, so very probably they didn't have working artificial horizons either for long periods
Are you supposing that the Artificial Horizon is linked to pitot static system, or do you refer to the FD function rather than the "nose pitch" and "wing roll" attitude indication?
Does it exists a procedure that could have allowed the PNF to take control by strengh after the PF has re-taken control without annoucement yet the PF had admitted having lost the plane ?
Reach across the cockpit and punch him in the head with some force? That's a bit old school, but it has been known to result in a change of controls. (Don't ask me know I know ...)
JJFFC
2:11:37 : PNF takes controll after the PF having said 'I have lost the plane"
2:11:39 : PF re takes control from the PNF witout annoucement
2:11:42Captain enters
2:11:45 : End of CONTINUOUS stall
So the capt could believe the PF has save the plane but from 2:11:39 the PF is no longer a professional pilot.
In an army, had he survived, he proubably would have go to the martial court for insoumission.
Before 2:11:39, the PF was a bad pilot. From 2:11:39, he could well be judged as a criminal...
Ouch