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AF FL447 Five Days Centered on June 2, 2009
High Altitude Cumulonimbus Cloud Tops / Debris / Flight Trajectory - NOAA at (LuckyBogey's Blog)

This page is the fourth to be published on the Internet from our Air France Flight 447 Project. Excellent diagrams and graphs illustrate aspects of the crisis afflicted Airbus 330 aircraft (FGZCP) that flew the ill fated Air France, Flight 447 on May 31 / June 1, 2009 from Rio de Janeiro, Brazil to Paris, France. Target date to have all five chapters of the Air France 447 project online is December 1, 2011. Photos and technical graphs are presented in a larger size than is usual for a web page so that details and small font text may be read as easily as is possible. This web page is coded for 1280 x 800 monitor display which is a wide screen (landscape) format. Printout is 14 pages in 11 x 8.5 inch format. Please bookmark this page and occasionally check back to remain current with the publication schedule for the AF 447 Project.

Comments and opinions in this article are the sole responsibility of Bennett Blumenberg and do not reflect the views of any organization, government or private, that are mentioned in this article. The author does not have any relationship, public or private, with the organizations referenced in this article. Author and research - Bennett Blumenberg. Editorial and Proof Reading Services - Bruce Blake of Advanced Hybrid Aircraft.

AVIATION LAW and PROTECTIONS

At a certain level of dysfunction with data streams from control surfaces (sensors, computer chips), the central computer systems will automatically re-adjust. Normal Law will be set aside and depending upon the degree of difficulties, Alternative or Direct Law will become operational with the attendant loss of several or most 'protections' of the flight envelope. Understand that these changes are not implemented by the human Pilot Flying. When certain thresholds of difficulty are reached, 'systems' makes these changes and informs the cockpit. At this point, Boeing pilots find themselves with some small measure of direct input into flying the aircraft (Alternative Law), or again only with Boeing Aircraft in direct control of almost all important functions as in day of old (Direct Law). The Airbus FBW does not have mechanical reversion in the flight control system. See text for further exposition.

Click Here for an excellent table that clarifies the Aviation Laws and the Protections that accrue to each. This table is constructed to professional standards and is very complete. Don't forget Ctrl ++ to enlarge the onscreen table

NORMAL LAW / NORMAL SPEED ENVELOPE Chart - - A330/A340 Flight Crew Training Manual

PITCH CHARACTERISTIC Chart - - Airbus 330/340 Flight Crew Training Manual

The LAST FEW MINUTES

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Air France 447, The LAST FEW MINUTES Chart - - Professional Pilots Rumor Network (PPRuNe), August 30, 2011

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AIR FRANCE, FLIGHT 447, SIX MILES HIGH to OCEAN IMPACT Chart - - PuraVida Transport and Iomapseo at Professional Pilots Rumor Network (PPRuNe), August 30, 2011

PRIMARY FLIGHT DISPLAY

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PITCH ATTITUDE Chart - - Airbus A320/330 Panels

FLIGHT PATH VECTOR /30 ° right / AoA 5° nose down Flight Data - Personal Reflection / AF 447 Accident

PFD ROLL 4° right;, NOSE UP, PITCH 6° Flight Data - - A Personal Reflection on the AF 447 Accident

PFD 202kts, NOSE UP, 7° WINGS LEVEL Flight Data - - A Personal Reflection on the AF 447 Accident

UNRELIABLE AIR SPEED Chart - LuckyBogey's Blog

DATA DISPLAY

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HIGH SPEED PROTECTION Chart - Airbus 330/340 Flight Crew Training Manual

PROTECTED/NONPROTECTED AIRCRAFT CLIMB ANGLES C.W. Johnson - A330-A340F Flight Crew Training Manual

PRIM 1, PRIM 2, PRIM 3

“There's only 1 PRIM in control and that will be the one which is capable of computing the highest level of law. (=NORMAL LAW, ALTERNATE, DIRECT). The priority order is PRIM 1, 2, 3, FCSC. This would maybe be the easiest part to design, and is common in all kinds of systems having multiple controllers. Just take the output of controller 1 and use it as inhibiting input for the other controller(s). There you would have ensured the only 1 in control logic. This inhibit could fail so it would be monitored and a message would be set if it did. There is only 1 in control doesn't mean the others are doing nothing, the others are computing the 'same' output but this output is not used for servo command but for monitoring the output of the PRIM in control. These other PRIMS are in MONITORING mode. If the MONITORING PRIM's decide that the output of PRIM in CONTROL is not in agreement with their own output, a message would set and the PRIM in CONTROL role will be transferred to the next PRIM according to the priority rules.“

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PROBLEMS AFFECTING PRIM1 (PRIMARY FLIGHT COMPUTER) C.W. Johnson - The Dangers of Interaction with Modular and Self-Healing Avionics Applications: Redundancy Considered Harmful

PRIMARY COMPUTERS 1, 2, and 3 SCHEMATIC Click here for additional explication of PRIM function and reference for this graph at PPRuNe.

PRIMARY COMPUTERS AUTOTRIM Click here for additional explication of PRIM function and reference for this graph at PPRuNe.

FUEL CONTROL

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FUEL CONTROL and MONITORING Diagram - - Professional Pilots Rumor Network (PPRuNe), July 17, 2011

FUEL LEVEL SENSING Diagram - - Professional Pilots Rumor Network (PPRuNe), July 17, 2011

RECONFIGURATION OPTIONS

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PRIMARY-SECONDARY COMPUTER DATA IN-OUT Diagram - - Professional Pilots Rumor Network (PPRuNe), July 2, 2009

FLY BY WIRE PHILOSOPHY (A320) Diagram - - airliners.net, May 22, 2006

RECONFIGURE CONTROL LAWS Diagram - - Professional Pilots Rumor Network (PPRuNe), February 7, 2011

A330 ARCHITECTURE / RECONFIGURE POSSIBLITIES Diagram - - A330 Flight Deck and Systems Briefing for Pilots

A330 ELECTRONIC INSTRUMENT SYSTEM / DU RECONFIGURATION Diagram - - A330 Flight Deck and Systems Briefing for Pilots

FMGC, ELAC, FAC, SEC (A320) Diagram - - airliners.net, May 22, 2006

WEATHER CELLS, AoA, ALPHA MAX, UNRELIABLE AIR SPEED

Weather radar should not be used to analyze weather patterns, only to detect regions of severe and dangerous cells that should be avoided, even if last minute changes to the flight path must be made.

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ACTIVE RADAR CELL MORPHOLOGY Technical - - LuckyBogey's Blog, June 21, 2009

RADAR GAIN / REDUCTION - STRONGST CELLS Technical - - LuckyBogey's Blog, June 21, 2009

STALL APPROACH vrs STALL Click Here for excellent additionals to this Stall Warning Table: text in blue font.

SPEED STABILITY REGION Diagram - - FAA Instrument Flying Handbook

STALL and AoA Diagram - - Update on Stall Procedure (Airbus) by Xavier Lesceux

THRUST INCREASE > AIRSPEED Diagram - - Update on Stall Procedure (Airbus) by Xavier Lesceux

THRUST vrs AoA INCREASE Diagram - - FAA Instrument Flying Handbook

DE-ACCELARATION WITH NO A/THR Diagram - - A330/A340 Flight Crew Training Manual

A330.A340 HIGH ANGLE of ATTACK PROTECTION Diagram - - A330/A340 Flight Crew Training Manual

BUSS,'FLY-THE-GREEN' PFD - Unreliable Airspeed – EuroCockpit – SmartCockpit Links at LuckyBogey's Blog, June 24, 2009.

BUSS SCALE PFD Diagram - Professional Pilots Rumor Network (PPRuNe), August 18, 2011 “AF447 would have been at the bottom of the bottom red band while on its way down. Even three highly confused aviators would have understood their plight then.” - MachinBird at PPRuNe, Aug. 18, 2011

UPPER SURFACE FROST / LEADING EDGE ICE Diagram - - FAA Instrument Flying Handbook

DRAG vrs MACH NUMBER at MAXIUM ALTITUDE Graph - - Airplane Upset Recovery /flightsafety.org

This web page is an appendix from the eBook that derives from our Air France Flight 447 project. Chapters and appendices from this ebook are released out of sequence so as to make them available at the earliest possible date.

The first chapter in the Air France, Flight 447 eBook introduces the flight of Airbus F-GCZP from Rio de Janeiro to Paris, May 31/June 1, 2009 and the serious problems that soon became apparent to the crew. The second chapter in this eBook discusses the search for the wreckage of Air France, Flight 447, and the recovery of the Flight Deck Recorder and Cockpit Voice Recorder. The third chapter reviews the last five minutes of Air France, Flight 447. The fourth chapter examines the design and function of the pitot-static and angle of attack sensors whose data is essential to the Fly-By-Wire computer system interaction with flight control surfaces. There is a consensus that iced over pitot tubes rendered the Airbus 330 computer system unable to properly instruct flight control surfaces because the data stream the conveyed essential parameters about the flight envelope was either absent or corrupted from a critical time point forward. The fifth chapter will look at the vertical stabilizer of Airbus 330 aircraft, review the problems inherent with carbon-resin components in aircraft design, review aviation incidents in which tail components detached from the aircraft fuselage, and attempt to assess the contribution to the Air France FLight 447 tragedy that was made by the loss of the vertical stabilizer. The sixth chapter will look at 'hypercomplexity' as inherently problematic in aircraft design. The seventh and last chapter will attempt an integrative scenario - synthetic analysis - to explain the AF 447 tragedy. Several suggestions for changes to aircraft design and pilot training will be offered. Target date to have all chapters and appendices online is February 1, 2012, at which point this ebook can be read in a coordinated sequence. Photos and technical graphs are presented in a larger size than is usual so that details and small font text may be read as easily as is possible. The design of these web pages is optimized for a monitor resolution of 1440 x 900. If your monitor is set to display smaller dimensions, horizontal scrolling of these web pages will be necessary. Please bookmark this page and occasionally check back to remain current with this publication schedule.

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