AF447 final crew conversation - Thread No. 1
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...but the more important letters are the P & I...
But the causative factor is really a problem in control design that can be overcome by the control design engineers.
If you blame yourself for the problem (when you find it) and don't write it up, it won't get fixed. As long as the maintenance folks have not changed the way the aircraft flies by ill-advised maintenance, the problem belongs with the certifying authority and the guys and girls with slide rules.
Per Ardua ad Astraeus
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Actually a 'PIO' has little to do with the aircraft and a lot more to do with the 'P', and hence its name. I don't think 'writing it up' will work!
"I induced a PIO - aircraft u/s"
"I induced a PIO - aircraft u/s"
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Originally Posted by A33Zab
They...Airbus... offered the BUSS option even before AF447.
I have some doubt about the BUSS ... but I have never experienced it in the simulator.
A more simple AoA indicator could be a better option maybe ...
I once saw a chap 'PIO' his glider into the deck at Gutersloh right beside where I was standing
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And if the final report recommends AoA inidcator be mandatory, it won't be the first to do so. Maybe one day the regulators will act on it.
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@stepwilk
I have, I did. All of them. Thoroughly.
Quote:
the first post to respond to it said it had appeared here many times (?)
Why the question mark? It -has- appeared here many times. Read the thread.
the first post to respond to it said it had appeared here many times (?)
Why the question mark? It -has- appeared here many times. Read the thread.
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BUSS - BackUp Speed Scale
But the BUSS has not been designed to exit a fully developed stall. BUSS is not the solution either to unreliable speed indication above 25000 feet.
Its advised to not use it above FL250 because theres the assumption there is sufficient altitude to recover an UAS.
From the FCTM:
‐ At high altitude, typically above FL 250, the cases of unreliable speed situation are mostly a
temporary phenomenon: They are usually due to contamination of the pitots, by water or ice,
in particular meteorological conditions. In-service experience shows that such a contamination
typically disappears after few minutes, allowing to recover normal speed indications.‐ At high altitude, typically above FL 250, the cases of unreliable speed situation are mostly a
temporary phenomenon: They are usually due to contamination of the pitots, by water or ice,
in particular meteorological conditions. In-service experience shows that such a contamination
Would the AF447 crew have attempted to select all ADRs OFF passing FL250 in order to activate the BUSS ... ?
Would the AF447 crew had followed the drill passing FL250?
What would have been the BUSS indication ?
Is it designed for 45 deg of AoA ?
I have some doubt about the BUSS ... but I have never experienced it in the simulator.
A more simple AoA indicator could be a better option maybe ...
A more simple AoA indicator could be a better option maybe ...
Then a crew needs to know its limits for MACH/CONFIG or the bug needs to be automated and that will make it more than just a simple indicator.
BTW The BUSS is not adopted for use of Speedbrake
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RE:
a. the stall warning trigger threshold "cooks off" at a LOWER AoA and remains silent at deep-stall AoA's (i.e. any attempt to stick fwd [and thus lower the nose] triggers a quite deterrent aural stall warning – so any prudent pilot unstalling actions are thwarted).
>>Bonin: 'But I have been pulling back on the stick all the way for a while.'
>>Dubois: 'No, no, no, don't climb.'
>>Robert: 'Ok give me control, give me control.'
>>Dubois: 'Watch out you are pulling up.'
>>Robert: 'Am I?'
Perhaps "prudent pilot unstalling actions" are thwarted by the automation, but I don't see any prudent pilot unstalling actions here TO THWART!
Also, although I fly Boeing and am thus not familiar with the Windows Vista flight control system of more "advanced" aircraft, I wonder: did the pilot have authority over pitch trim, or was that removed from his crib like a dangerous toy also?
a. the stall warning trigger threshold "cooks off" at a LOWER AoA and remains silent at deep-stall AoA's (i.e. any attempt to stick fwd [and thus lower the nose] triggers a quite deterrent aural stall warning – so any prudent pilot unstalling actions are thwarted).
>>Bonin: 'But I have been pulling back on the stick all the way for a while.'
>>Dubois: 'No, no, no, don't climb.'
>>Robert: 'Ok give me control, give me control.'
>>Dubois: 'Watch out you are pulling up.'
>>Robert: 'Am I?'
Perhaps "prudent pilot unstalling actions" are thwarted by the automation, but I don't see any prudent pilot unstalling actions here TO THWART!
Also, although I fly Boeing and am thus not familiar with the Windows Vista flight control system of more "advanced" aircraft, I wonder: did the pilot have authority over pitch trim, or was that removed from his crib like a dangerous toy also?
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Glider PIO's can be due to CG out of range, eg someone accidentally leaving a ballast weight in or in my case on one flight, a loose trim tab that moved every time I moved the elevator. Too fwd a CG can lead to you running out of elevator authority and too rear can lead to too twitchy elevator!
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A33Zab,
First, thanks for the documentation as the information on the BUSS is IMO seriously insufficient. A video animation for anyone who operates such equipment should be readily available ...
If I get you right, the green - red scale is fixed on the PFD, green always in the middle. Only the Current AoA line is moving.
Now, is it possible for the AF447 scenario, that the Current AoA line would not have been visible at the bottom of the SLOW side of the scale as the CAS was already well below VLS, and the red lower area is for a CAS above VLS ?
The QRH leaves no latitude at all - It is a 2 cases scenario - Either you're above FL250, either you're below.
If above, you're good for a 4 pages QRH procedure ...
First, thanks for the documentation as the information on the BUSS is IMO seriously insufficient. A video animation for anyone who operates such equipment should be readily available ...
If I get you right, the green - red scale is fixed on the PFD, green always in the middle. Only the Current AoA line is moving.
Now, is it possible for the AF447 scenario, that the Current AoA line would not have been visible at the bottom of the SLOW side of the scale as the CAS was already well below VLS, and the red lower area is for a CAS above VLS ?
Its advised to not use it above FL250 because theres the assumption there is sufficient altitude to recover an UAS.
If above, you're good for a 4 pages QRH procedure ...
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>>Bonin: 'But I have been pulling back on the stick all the way for a while.'
>>Dubois: 'No, no, no, don't climb.'
>>Robert: 'Ok give me control, give me control.'
>>Dubois: 'Watch out you are pulling up.'
>>Robert: 'Am I?'
>>Dubois: 'No, no, no, don't climb.'
>>Robert: 'Ok give me control, give me control.'
>>Dubois: 'Watch out you are pulling up.'
>>Robert: 'Am I?'
I can accept that only the captain had received the training to escape stall conditions but that doesn't mean the other two didn't know/hear/read/test about them. How can you get an air pilot license without completely know about airplane stalls? How could they possibly ignore the First time "Stall + Calvary" warning? Not the second or third one or even less the 70+ time. How one pilot, after hearing the warning for the first time asked: What is that? and the other one didn't reply?
How do three professional pilot lose sight of altitude until 28,000ft were gone-by? Then another 6,000ft? Then, at less than 4000ft, one of them realized the possibility of death.
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Not being able to tell your crew to push the SS down because you are stalled is an obvious fix but they probably wouldn't have known how to do it. They seemed to not understand the fundamentals of stall recovery. Push down. Works every time. At least for me.
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Originally Posted by A33Zab
The yellow AOA indicator line [Current AOA] would have been at the bottom of the SLOW side of the scale
Actual Speed Reference Line (Yellow) :
This fixed reference line next to a yellow triangle, indicates the aircraft’s current speed.
This fixed reference line next to a yellow triangle, indicates the aircraft’s current speed.
For the Red SLOW area :
This red area indicates the speeds that are lower than the stall speed.
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bubbers44 -
Not being able to tell your crew to push the SS down because you are stalled is an obvious fix but they probably wouldn't have known how to do it. They seemed to not understand the fundamentals of stall recovery. Push down. Works every time. At least for me.
Not being able to tell your crew to push the SS down because you are stalled is an obvious fix but they probably wouldn't have known how to do it. They seemed to not understand the fundamentals of stall recovery. Push down. Works every time. At least for me.
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Hey, bubbers44.....maybe they were from the "school" where they were taught that if you pull back, you go up, and if you pull further back, you go down !!!