80ktsClamp

Nope. You need to learn more about your airplane and how it functions... numerous times you've posted on here blatantly poor info about the 330 that concerns me should you face a serious abnormal on the line.

For example, next time you go do a stall in ALT 2 (1 ADR on, 2 OFF), tell me if you go into direct law 5-10 knots above the stall. Would you care to retract your direct law assertion now, or after you do it in the sim next time?

They were in ALT 2, and never reverted to direct law. So again, how on earth does your assertion that the automatic pitch trim caused a lack of ability to recover??

You are correct about the summing of the sticks, which is why the takeover pushbutton should be used.

tomgoodman

Intentionally or not, you Airbinauts are convincing those of us who never flew one to be grateful.

sailingfun

All I can do is go by what they teach. From the manual:

At 5-10 knots above stall warning speed (depending on weight and slat/flap configuration), alternate pitch law changes to direct law; however, bank angle compensation is provided. A gentle nose down is introduced, which tends to keep the speed from slowing further. Automatic pitch trim is disabled. Since g-load demand is no longer active, the aircraft's natural aerodynamic stability will be exhibited.

From the AF447 report:
Manual resetting of the stabilizer trim might also have been required. In this case, full nose down control was only commanded once, and then only for two to three seconds, until the airplane was passing below 10,000 feet when two other short bursts were input. Once the stabilizer reached the full nose-up position, it stayed there (or very near there) for the remainder of the flight.

The other thing not mention is the aircraft should have been in abnormal attitude law since the airspeed was below 60 knots. This disables pitch trim.

80ktsClamp

That is poorly worded in the manual... unfortunately the rewritten vol 2s are chock full of errors.

The aircraft remains in Alternate law, but the trimming stops and the elevator reverts to direct CONTROL, not direct law. The reason for this is so the THS doesn't continue to increase the AOA and make recovery more difficult. As soon as you get out of low speed stability, it resumes trimming. This actually makes the recovery easier instead of more difficult, as it is looking for that previous, non stalled AOA. Same with abnormal attitude law- the automatic pitch trimming stops to make the recovery easier. As soon as the condition is removed, it resumes. That is vastly different than direct law, where manual trimming must be done at all times.

Of course there is the original dumbassery of holding full back stick at altitude... push, roll, power, stabilize.

notEnuf

Is it too much to ask.....

Please speak (type) English on this board.

Ef'n Frenchmen


The only law that was worked for them the whole time was the law of gravity. Is there a stall indication? If so, is there a stick pusher? What more do you need? Trees bigger/trees smaller! All I know is the more autobuses Delta orders, the worse my career outlook gets. I'm soooooo screwed.

80ktsClamp

Airbinauts! I'm adding that to my vocabulary.

Just remember, we never really know what it's doing, and you're never really in control.

gloopy

I hope they don't do that just out of spite. Design it as is, and when ME3 buys 5000 of them (and they will, whatever it is and whatever it does, as the price tag of buying our entire industry out from under us for some exports today) then simply force all the airports it flies to to redesign to accommodate. Just like we did for the POS380.

80ktsClamp

Hehehe... stay away!

There is a "STALL STALL" annunciation as well as significant buffeting.

What was crazy about AF447, is he got them into such a high AOA that the plane actually began to "think" it was erroneous, and the stall warnings ceased here and there. Then they would come back, further confusing the button pusher (he really wasn't qualified to be in the seat during this event). If he had brought up the flight path vector display, he would have been able to see the 30+ degree spread between his pitch attitude and path through the air... though it's doubtful he would have understood it given his initial reaction to the event.

That's the reason why when NW had a similar event, the outcome was quite benign.

cynicalaviator

Unreliable airspeed has been there for at least ten years. So yes. Stall recovery came after I believe

gloopy

The asinine PTS wannabe philosophy of "don't loose more than 100 feet!!!!!" including maneuvers like steep turns and stall recovery training prevalent throughout the industry has played a role as well.