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Air France 447: Stalled From FL380 To The Surface
▷ After the autopilot disengagement: ◦ The airplane climed to 38,000 ft. ◦ The stall warning was triggered and the airplane stalled ◦ The inputs made by the PF were mainly nose-up ◦ The descent lasted 3 min 30, during which the airplane remained stalled. The angle of attack increased and remained above 35 degrees (airinsight.com) Más...Sort type: [Top] [Newest]
I'm wondering why the captain was on a break so soon into the flight, especially knowing of storms in the area. The co-pilots on deck were very young and not experienced enough to recognize and handle the situation. Like the previous comment says FLY THE AIRPLANE!!!! Too much auto-pilot which leads to laziness to see a problem.
Anyone else think that with the storms in the area, the PF was thinking of recover along the lines of windshear instead of listening to the audible tones of "stall, stall"
I agree with Brian Bishop. My read of this is they set TO/GA thrust, but didn't push the nose over, then -20,000 ft. later, set flight idle thrust around FL100 (!), still with a 35 degree nose-up pitch. Sounds like they got task saturated by the EICAS messages (due to loss of airspeed from the frozen pitot tubes) and ultimately lost situational awareness. It sounds to me that they didn't even know they were nose up and none of the three of them bothered to check. Raises the question as to whether the stall was even recoverable at such a low speed/altitude, however.
Tragically I too think this was most likely avoidable. There are very simple procedures to follow when you lose airspeed data, as well as when a stall happens. As others have said, FLY THE PLANE first.
This also sounds like one of those cases where no segregation of duties was established early in the developing incident by perhaps a young, slightly inexperienced crew while the captain was out of the cockpit...reminds me of that Eastern Air Lines L1011 that crashed in FL because of a dead light bulb on the gear indicators.
This is just my interpretation of the report. We'll see what happens with further analysis.
Tragically I too think this was most likely avoidable. There are very simple procedures to follow when you lose airspeed data, as well as when a stall happens. As others have said, FLY THE PLANE first.
This also sounds like one of those cases where no segregation of duties was established early in the developing incident by perhaps a young, slightly inexperienced crew while the captain was out of the cockpit...reminds me of that Eastern Air Lines L1011 that crashed in FL because of a dead light bulb on the gear indicators.
This is just my interpretation of the report. We'll see what happens with further analysis.
I do have a private pilots license so let me throw my 2 cents in. Everyonee say the two pilots were young and inexperienced. My thought is if they have enough hours to be hired by an airline and have enough hours to be trained on flying the a330 and be doing trans atlantic flying then they are plenty experienced enough. second, there had to be something in the cockpit going on or telling them to possibly give the plane a nose up input or they wouldn't do it. Thats something early you learn in training. stall warning goes off you slam the nose down and get speed. third there could have been false readings telling them they needed nose up or something electrical could have gone bad wrong and gave it nose up on it's own. Remember they were in bad thunderstorms, plenty of lightning so the plane could have be struck one more times and caused computer problems. just my thoughts
Even in IMC it seems to me that IFR basics should apply, push the nose over to level and use a standard power setting to stay at least level...
Fly safe everyone!