Originally Posted by
Ali Sadikin
They reset the circuit breakers everytime the rudder limiter ECAM message came on...and they were successful in getting back to work.
Which ones?
Originally Posted by
Ali Sadikin
So when the same ECAM message came about inflight on that tragic day, the first officer was put in control and he got off his seat and resetted the circuit breaker behind his seat.
Was he directed by ECAM to do so?
What was the company's policy regarding the inflight computer reset via CBs?
Originally Posted by
Ali Sadikin
The series of abrupt oscillations led to very very unusual pitch, roll attitudes because of unconscious inputs to the sidestick as the f/o overcontrolled with abrupt alternating control inputs very much like that of the f/o of the American Airlines A300 crash at New York in 2001.
What made the aeroplane depart normal law and lose associated attitude protections?
Originally Posted by
Ali Sadikin
AND FINALLY, THE AIRBUS PRODUCT...Airbus lovers are going to howl and bawl but the final question is product reliability because the rudder limiter thingy had been swept under the carpet for too long. Easy fixes had been in use for far too long...other operators were LUCKY FOR FAR TOO LONG. Air Asia was lucky for far too long until that fateful day.
Originally Posted by
Data Guy
A review of the FAA’s Service Difficulty Reports (SDRs), and NASA’s Aviation Safety Reporting System (ASRS) showssome 9 SDRs, and 4 ASRS reports of uncommanded rudder movements (Yaws, Kicks, Inputs, etc) in the A-300, A-319 and A-320 series before the loss of AA 587 in November 2001.
Since then, and as of Feb 1, 2015, 8 additional ASRS reports, and 37 SDRs have been filed. See below.
What was the result of all these service difficulties, in dollars of damage?
Was there any other aeroplane of comparable size and purpose that had problems with its rudder?