Archives For AF 447

Over the last couple of months I’ve posted on various incidents involving the Airbus A330 aircraft from the perspective of system safety. As these posts are scattered through my blog I thought I’d pull them together, the earliest post is at the bottom.

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A330 Right hand AoA probes (Image source: ATSB)

I’ve just finished reading the ATSB’s second interim report on the the QF 72 in flight upset that resulted in two uncommaned pitch over events (1). In this accident one of the Air Data Inertial Reference Units (ADIRU) provided erroneous data in the form of transient spikes vales of the angle of attack AoA parameter to the flight control computers which then initiated two un-commanded extreme pitch overs.

This post is part of the Airbus aircraft family and system safety thread. Continue Reading…

So far as we know flight AF 447 fell out of the sky with its systems performing as their designers had specified, if not how they expected, right up-to the point that it impacted the surface of the ocean.

So how is it possible that incorrect air data could simultaneously cause upsets in aircraft functions as disparate as engine thrust management, flight law protection and traffic avoidance?

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From the BEA’s second interim report (BEA 2009) we now know that AF 447 was flown into the water in a deep stall. Given the training and experience of the flight crew how did they end up in such a situation?

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Reading the 2nd BEA interim report’s analysis of ACARS message timing provides us with a further refinement of a calculation of AF 447’s terminal vertical speed (posted here) based on the cabin vertical speed advisory.

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After several months of undersea searching for the black boxes of AF 447, no joy. So, let’s ask a simple question. Why should the FDR’s end up on the sea bed in the first place?

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The TCAS II specification credibility window can provide us with an insight into the magnitude initial unreliable air data parameters in the AF 447 disaster.

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