To me, the actions of the Horizontal Stabiliser seem very important. Why did it stop trimming when the a/c started its climb? Why did it start again just prior the Stall, and go to its stop and stay? BEA write that the simulation provided affirmation that the system worked according to its logic, what is its logic?
It's inhibitions and transits are deeply involved in loss of control. Although an understanding may further condemn the pilots in their apparent confusion, eg. With a -13.2 degree tailplane, locked in, the a/c handles differently than it would if it was at, say +3 and locked... I cannot see why trim is needed at all in AL Law, it is inhibited in DIRECT. If it is the only source of pitch control, DIRECT is clear, straightforward.
Are the elevators inhibited with the THS at Full NU? If the elevators can perform, why do they need additional authority? If they cannot perform, they should fail, and the aircraft needs to be handled accordingly. Trimmed, the elevators are always capable of greater than untrimmed "authority" A fluctuating tailplane causes the limits of the elevators to fluctuate.....in both directions.
Just prior to the first warning of Stall, the PF made his first pull on the stick, with a left roll bias......"What's that?....."
Last edited by Lyman; 12th Aug 2012 at 16:06.