Sorry Mike, I was away yesterday.
You've offered a quite plausible explanation to the a frustrating
question. Namely why did the PF react as he did when the autopilot
threw up its hands and walked out after the AS indications went west?
Surely no-one of even his experience would react that way unless there
was information somewhere to make that the imperative action.
You've raised a good point which I haven't seen elsewhere - although my
fascination for the whole episode has tapered off in the last year or
so, and the BS filter was getting well and truly overloaded.
The whole episode was both a tragedy that it happened, and and a triumph
of technology and perseverance in that the aircraft was eventually found
in a very deep part of the ocean, and the recorders were able to be
recovered and downloaded. However with all the information that
provided, the nagging question at to why he reacted as he did continues
to be a puzzle.
regards,
TN
On 13/05/2013 12:09 PM, Mike Borgelt wrote:
Terry,
Note the bit in the Flight Global article about the indicated altitude
showing a 90M decrease and the pilot pulling back.
With the pitot iced up and unreliable airspeed I bet the position
error correction on the statics was no longer operative (this all goes
through an air data computer).
It would only need about a 5 knot IAS correction to account for a 90M
altitude change at 35000 feet according to a quick back of the
envelope calculation.
Maybe Bonin was worried about exceeding Mmo after seeing a 300 foot
loss of altitude suddenly, so pulled back, then with alarms going off
and contradictory information, lost SA, never to regain it?
Mike
At 11:49 AM 13/05/2013, you wrote:
Thanks Mike. I was also aware of this information from both this
source, and from another which I've been unable to rediscover.
I've tried to keep up with the AF 447 disaster information flow from
day one. It is a fascinating jigsaw which reveals a whole series of
events which conspired to bring about the tragic final result.
The mistakes made by the pilot(s) - in particular Bonin - are the
easiest ones to attack. However there were other factors involved
which are outside of the charter for discussion on this list -
equipment failure, weather, darkness, absence of the captain from the
cockpit through a zone of known bad weather, pilot training and
experience and the aircraft design philosophy itself. It will
probably discussed and argued for a very long time to come.
Terry N
On 13/05/2013 10:57 AM, Mike Borgelt wrote:
I thought I had seen something like this in relation to AF447
The guy flying was Cedric Bonin
From pprune:
Old 10th Dec 2011, 04:06 #*711* (*permalink*
<http://www.pprune.org/tech-log/466259-af447-final-crew-conversation-thread-no-1-a-36.html#post6892934>)
ChrisJ800 <http://www.pprune.org/members/358956-chrisj800>
Join Date: May 2011
Location: Australia
Posts: 107
*Bonin experience from 3rd interim report, anyone have more details?*
Private Pilot's License issued in 2000
ATPL theory in 2000
Professional pilot's license issued in 2001
Multi-engine instrument type rating issued in 2001
*Glider pilot's license issued in 2001
*Following his selection by Air France, pilot training course at the
Amaury de la Grange
piloting school in Merville from October 2003
A320 type rating issued in 2004 (within Air France). End of line
training and pilot in
command for first time in September 2004
ATPL License issued on 3 August 2007
Additional A340 type rating issued in February 2008 (with Air
France). End of LOFT and
pilot in command for first time in June 2008
Additional A330 type rating and LOFT in December 2008
Bolding mine.
Mike
*Borgelt Instruments***- /design & manufacture of quality soaring
instrumentation since 1978
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*Borgelt Instruments***- /design & manufacture of quality soaring
instrumentation since 1978
/www.borgeltinstruments.com
<http://www.borgeltinstruments.com/>tel: 07 4635 5784overseas:
int+61-7-4635 5784
mob: 042835 5784: int+61-42835 5784
P O Box 4607, Toowoomba East, QLD 4350, Australia
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