In the picture above it shows that all systems are functioning correctly (green) and the only way you would actually see what is displayed on this picture would be after a landing on the roll out with full flaps (30 deg) and all spoilers and lift dump deployed or if you were on a ramp with full flaps and selected lift dump and deployed full spoilers to test the system.

In normal Ops it just shows what is actively being used and any abnormal situation would show up in amber.

Perhaps my question wasn't quite clear enough, perhaps it was...

Just supposing some wires had got crossed somewhere and a control surface operated in the opposite way to normal. Would the display show this anomaly,or would it display as normal?

It just is. What about an image from behind so you can see the horizontal surfaces move up and down, as they do for real? Easier to pick up a crossed spoiler or aileron.

The only semi-logical bit is looking down on the rudder, seeing it move left and right.

Controls check using the synoptic display at 2:30.

Good two-crew check of controls... not.

Various news outlets have more details, partly citing a Luftwaffe internal report.

According to this report, "severe problems with flight controls" occurred shortly after take off at an altitude of "around 6000 meters". Apparently, aircraft banked right and left violently. Plane didn't respond to pilots' control inputs and stalled. Crew then decided to return to SXF.

On finals, at around 300m altitude the aircraft started banking violently again. Crew tried to control the aircraft with rudder inputs. Aircraft touched ground with both wingtips, finally touching down hard but missing the runway. Afterwards, aircraft slid over grassy areas and taxiways until it came to rest somewhere on or around runway 7L.

According to a report by Spiegel Online, investigators suspect that spoilers might have been mis-adjusted during maintenance.

The aircraft sustained "severe structural damage" to wings and landing gear, according to Luftwaffe technicians quoted by Spiegel Online. Damage to the fuselage is still being assessed, some cabin interiors came off during the accident. Might even be a write-off.

Spooky! The complete SPON story t:
After the emergency landing of a government plane at Berlin-Schönefeld airport last Tuesday, the German Armed Forces began with the damage analysis. According to SPIEGEL information, Bundeswehr technicians found that the "Global 5000" jet had been damaged much more severely than initially thought.
Specifically, the technicians found the medium-range jet with the identification 14+01 "considerable structural damage" due to buckling and compression damage to both wings, as these had touched the ground during the dramatic landing. The aircraft has now been towed into a hangar and is being inspected there.
It is also possible that the fuselage was warped, at any rate tilted and the cabin trim came off during the crash landing. Even a total loss was not excluded by the Bundeswehr at first. In the meantime, the Deputy General Flight Safety of the Bundeswehr has upgraded the incident to the highest damage category (A).
New emergency landing problems
Bit by bit, the Bundeswehr also determined the course of the accident. During the test flight after several weeks of maintenance of the jet, the pilots had already registered "the first serious problems with flight control" shortly after take-off at an altitude of about 6000 metres, according to a protocol.
The details are not only alarming for insiders. So the airplane did not react to control inputs of the two pilots, it came to the stall. As a result, the pilots immediately decided to return to Berlin-Schönefeld Airport.
During the emergency landing manoeuvre new problems arose: The jet suddenly tilted extremely to the right at a height of about 300 meters without any control input and missed the runway. With the rudder the pilot got it under control again with difficulty, but could bring it instead of on the runway only on the apron of the airport on the ground.
Uncontrollable rolling movements
After the hard touchdown, the jet slid over lawns and several taxiways to runway 07L. Both the wings and the landing gear of the aircraft were massively damaged. Insiders said after the crash landing that they were very lucky that there were no other planes on the apron and taxiways at the time of landing.
The investigators suspect that the possible reason for the tax problems was that the spoilers on the wings could have been incorrectly adjusted during maintenance by an external service provider. The flaps normally support both braking and steering movements, but if incorrectly adjusted they could have triggered the uncontrollable rolling movements of the jet. Before the flight, the jet was in the process of being repaired by the service provider at Schoenefeld Airport for several weeks.
Next week it has to be decided whether there is a general problem with the "Global 5000". The next VIP flight with another jet of the same type is planned for Wednesday. The Luftwaffe had not issued a general flight ban for the four "Global 5000" jets, as the other jets are currently routinely in maintenance. The jet in question was also in routine maintenance at a service provider at Schoenefeld Airport for several weeks immediately before the flight on Tuesday.

Translated with www.DeepL.com/Translator

General Flugsicherheit (the military air accident investigation branch) has published detailed reports before. As this is high profile and public interest I doubt they'll classify it.

The 5000 has cables all the way up to the PCU’s with an interconnection tube at the front and centre. FWD interconnection is housing the disconnect mechanism and the centre mainly for the AP servo and trim. There are 2 PCU’s per AIL which come with LVDTs to feedback position for indication and the 2 FCU’s.

The spoilers (flight spoilers) are controlled by 2 FCU’s and always in pairs! Left outboard/right outboard and if a fault is detected both sides will stow. We have 2 sensors per side (fwd quadrant) which feedback the control column movements to the FCU’s, left sensor 1 to FCU 1, left sensor 2 to FCU 2, right sensor 1to FCU 1 and right sensor 2 to FcU 2. One channel is always active and one is monitoring, same for the FCU’s, each FCU has 2 independent channels which handle the spoiler pairs FCU 1 Channel A does the spoilers 1 on both sides and B does the 2’s on both sides.
feedback is done by LVDT’s for controlling and indication. Only the ground spoilers come with old fashion targets as they are either out or in.

as for the spoiler rigging comment, well everything is possible however it is hard to believe! There is only 1 PCU per spoiler and you only have 1 “giant” rod which you have to adjust. To short means you have to explain a lot to your boss as you need some new spoilers and to long they will show deployed once hydraulic is applied.

to my knowledge there is no reason to play with the control sensors at the fwd quadrant nor anyone with a bit of common sense can swap any connectors aa they come with different keys.

Has nobody filmed this?
 

No point buying a vision, aside from swanky flight deck, computers that run spoilers are the same.

Ttfn

Another thing that does not sound right: "Shortly after takeoff in approximately 6000 meters..." (that is FL 190/200)

Maybe 6000 feet ??? - that sounds more like shortly after takeoff to me..?

YEP, my thoughts as well.

Oh oh. Some questions to answer for LH Bombardier Aviation Service... News from Spiegel online:
Ministry checks whether Lufthansa subsidiary has made maintenance errors
Following the dangerous crash landing of a government aircraft in Berlin-Schönefeld earlier this week, Federal Defence Minister Ursula von der Leyen is investigating whether there are systemic problems with the maintenance of the so-called White Fleet by a Lufthansa subsidiary. As early as Wednesday, General Flight Safety was therefore instructed to investigate the Tuesday accident as well as several other incidents of the past months.
The investigation by the chief flight investigator of the Bundeswehr is concerned with the question of whether the external maintenance of government jets was carried out with the necessary care. The investigators already suspect that the massive problems of a "Global 5000" government aircraft on Tuesday were caused by incorrect wiring of the spoilers on the wings of the jet.
Since the business jet came directly from Lufthansa Bombardier Aviation Services' maintenance operations, it is reasonable to assume that it was not operated carefully. The incorrect adjustment of the spoilers was extremely dangerous. The pilots were already in a dangerous slant in the air, and there was even a stall. During the emergency landing the jet missed the runway, slid over the lawn and was massively damaged.
This is not the first time that there have been doubts about the maintenance of government aircraft by Lufthansa.
More here: https://www.spiegel.de/politik/deuts...a-1263809.html

Translated with www.DeepL.com/Translator

I doubt incorrect wiring, more than likely incorrect electronic rigging (after mechanical rig, spoilers have to be electronically rigged, so computers know where they are).

Ttfn

Torque tube assembly
 

was incorrectly wired or mounted by LBAS. Spoilers were actuated on the wrong side. (mirrored) Pilots couldnt detect it during pretaxi check as the indicator shows spoiler activity only, but not on which side. Translation from Spiegel today.

That bit in bold is nonsense, as the synoptic display posted in post #22 shows - all spoiler panels are depicted individually on the display.

Be it so, also, I would expect that there is a visual live outside check by the AMPs, demanded by the AMM, after work was performed on a critical component like this one. Safety category: catastrophical, no doubt.

According to BILD, a chain of mistakes by maintenance AND pilots leads to the near crash landing. It has a paywall, so I translated some parts.
https://www.bild.de/bild-plus/politi...ogin.bild.html

According to BILD information, sloppiness is supposed to be the main cause. In concrete terms: Lufthansa's technicians as well as the air force pilots did not carry out all the required checks. Officially, the investigations are still being carried out by the "General Flugsicherheit" of the Bundeswehr.
...
Meanwhile Lufthansa circles say that a chain of mistakes and carelessness led to the near crash. Error 1: Incorrect wiring of the spoilers on the wings. So much was known. Reason: Maintenance breakdowns at the responsible maintenance company "Lufthansa Bombardier Aviation Services". Error 2: Missing checks! After completion of maintenance, the technicians must actually release the aircraft on the basis of a checklist. Lufthansa Technik confirmed this to BILD: "Regardless of the specific case, a maintenance and overhaul company releases an aircraft from service after maintenance or overhaul work has been carried out". However, the government aircraft obviously did not receive such a carefully performed check to declare "airworthiness". Error 3: Obvious negligence on the part of the pilots. Because they also have to carry out routine checks before take-off, during which the wrong wiring of the spoilers should have been noticed on the ground. And even in the air there would be possibilities to switch off the wrongly wired spoilers. That was omitted.

Translated with www.DeepL.com/Translator

Although I do not know the exact technical problem they had, If they suspected (the pilots) spoiler problems, they could have deactivated them.

Where in the QRH is that procedure? (De-activate the spoilers).

N
 

So, as I suspected, something was wired incorrectly. Which brings us back to the question I asked earlier.

With the incorrect wiring, would the display show what had been asked for, or what was actually happening?

There wouldn't be much point in having the display if it didn't show, for example, a spoiler that failed to move when a controls check was carried out.

So, without knowing the GLEX family in detail, I'd be very surprised if it wasn't actual surface position that is being displayed.

I have never previously encountered anyone else stupid enough to do that. I would have been a bit older.

I say I fell off instantaneously.

I wondered if it might "solve" these though -
https://www.ebay.co.uk/itm/Reverse-S...-/173148288866
Reverse Steer Bike - Fair Ground Bicycle Challenge

mjv seems to answer your question here - actual spoiler position is sensed.

LVDT are position sensors. Linear Variable Differential Transformer. Produce a changing AC voltage depending on the sensed position.

German public broadcaster ARD, quoting newsweekly Der Spiegel, reports that the accident report has been finished. Mix-up in control logic, due to maintenance error. Aircraft written off after suffering 5,8 g load during pullout from the initial loss of control.

http://www.tagesschau.de/inland/ursa...ieger-101.html (in German)

If find it incredible that such a condition could arise (inverted flight controls in actual flight, not caught at any step before) and equally amazing that the crew walked out of that one.

This is the actual touchdown. It hit the ground with both wingtips and landed on the grass being steered back onto the runway afterwards.
It's roll control input module had been installed in a wrong way during maintenance. This went unnoticed by both maintenance and crew as the final report by the military found out.
https://www.spiegel.de/politik/deuts...8-1418983.html

Source: Spiegel/DPA

So all primary flight controls were OK. They worked in fine and in the correct direction!
A set of reversed secondary flight controls (spoiler system) brought down the jet?
Does LBAS get paid for the maintenance job which ended in an aircraft write-off?