.Loss of control je v poslední době jednou z nejčastějších příčin nehod havárií, a jak se ukazuje, je vpodstatě jedno, jestli se jedná o letadlo s klasickým řízením (737), s mezistupněm (MD-11) či s FBW (airbusy), liší se to jenom příčinami. Zatímco u klasiky už lidé díky lenosti a oficiálně propagovanému přístupu s letounem "nelétat" ztrácí elementární návyky, u sofistikovaných letadel zase spousta lidí zcela dokonale nerozumí architektuře automatizace a řízení a nechová se k letadlu tak, jak technika vyžaduje
No létání se stabilizátorem full nose up bude ted asi na simulátoru oblíbená taškařice.Stupeň pokročilosti letounu v tom evidentně nehraje roli, tady by se jim to jen hůř točilo zpátky...(nemá to kliku),ale bohužel na to nedošlo..
Perpignan:
Phase 3: the loss of control
At 15 h 44 min 30 s, the Captain stabilised the airplane at an altitude of 3,000 ft. The airplane
was in landing configuration (FULL). In thirty-five seconds, the speed went from 136 to 99 kt
and the horizontal stabilizer went to the pitch-up stop. The stall warning sounded. The pitch
angle was then slightly below 19 degrees. The thrust levers were advanced towards the
TO/GA position in the following second. While the thrust on the engines increased in a
symmetrical manner, the speed continued to drop to 92.5 kt, then began to increase. The
airplane started to roll slightly to the left, then to the right. The Captain countered these
movements.
At 15 h 45 min 15 s, the flight control laws changed to “direct” law. The bank angle was 50
degrees to the right.
At 15 h 45 min 19 s, the stall warning stopped. The bank angle was 40 degrees to the left.
One second later, the pitch angle was 7 degrees, the wings were close to horizontal and the
speed was 138 kt. The airplane’s pitch and altitude then began to increase. During this climb,
the stall warning sounded a second time. The crew retracted the landing gear and the flight
control law in pitch changed to « alternate ».
At 15 h 45 min 44 s the maximum recorded values were: pitch 57 degrees, altitude 3,800 ft.
The speed was below 40 kt..
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Between 15 h 44 min 30 s and 15 h 45 min 05 s, the stabiliser moved from -4.4° to -11.2°
(nose-up position). It remained in this position until the end of the recording.
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At 15 h 45 min 19 s, Captain’s longitudinal input was still at the forward stop position. The
elevators reached their maximum nose-down position of about 11.6°. The bank angle
reached 40° to the left and the Captain progressively cancelled his lateral input. The stall
warning stopped.
At 15 h 45 min 20 s, the airplane’s pitch was 7°, its speed was 138 kt, its altitude 2,320 ft.
The Captain cancelled his longitudinal input. From this moment on, the airplane’s pitch
started to increase. In the following second, the Captain made a further longitudinal input to
the forward stop position..
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