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From The Sunday Times – June 14, 2009 – Matthew Campbell / Richard Woods
Crash jet ‘split in two at high altitude’ – Separate trails of bodies offer clues in the Air France investigation
It has emerged that the same sequence of events occurred in six cockpit emergencies reported by Airbus pilots over a year beginning in February 2008. According to internal Air France documents leaked to the press, the incidents involved “a rather incoherent cocktail of alarms” and “severe breakdowns”. These appear to have originated with malfunctioning pitot tubes in stormy weather.
In one incident, an Air France pilot issued a mayday call between Paris and Tokyo in turbulent weather after the loss of speed indication resulted in the disengagement of the automatic pilot and set off other alarms. In all six incidents, however, the pilots regained control of the aircraft.
Air France advised pilots on November 6 last year about the “significant number of incidents” in which false speed readings had confused the automated flight system…
… “We do not deny that there is a problem with the sensors,” he said. “But we cannot say that this is the cause of the accident. We do not know.” With no indication of how fast the plane is flying the pilot risks applying too much jet thrust or too little. At high altitude – in circumstances known as “coffin corner” – too much thrust will put a plane into a nosedive and too little will make it stall.
Among the sophisticated electronics on an Airbus A330 is a system that automatically pumps fuel aft when the plane climbs above 25,000ft. This alters the trim of the aircraft to improve fuel economy. It also alters the aircraft’s centre of gravity, making it harder to fly when in manual mode rather than autopilot.
Without the ability to read their speed, the crew of Flight 447 may have mistakenly believed there was a danger of stalling. If they applied extra thrust it could have tipped the plane out of control, tearing it apart in the turbulence.
The recovery of the “vertical stabiliser” from the tail of the aircraft has strengthened suspicions among experts that the plane went out of control and broke up as a result of flying either too slowly or too quickly in turbulence. Strong up or down draughts can exert extreme pressures on planes…
… However, officials are cautious about the chances of finding them in 12,000ft of water. No flight recorders have been retrieved from such a depth. A rugged, undersea terrain will not help.
“We are going to need a lot of luck,” said Patrick Prazuck, a military spokesman.
ON-LINE AVIATION CHATTER /
MSG BOARDS / DISCUSSIONS
You never know what you may hear on the radio! Below are the most recent on-line aviation chatter and message board discussions. Please understand the below are only chatter/discussions among aviation professionals world-wide and should not be considered fact until all official information is released by Bureau d’Enquêtes et d’Disinformation (BEA).
Secondly, for the IRS “the accuracy of determining the current coordinates of the inertial system in the flight is deteriorating because of its natural” care. “Accumulation of errors can be up to 2 nautical miles per hour.”
14 июня 2009 (English Translation) (Emphasis Mine)
Among the 24 automatic messages that you sent the plane A-330 of Air France to fall into the Atlantic, it was reported steering problems. The statement was made by aviation expert, but he noted that this does not definitively establish the cause of the fall of the liner.
A plane had problems with the rudder limiter, but the automatic decoding of messages is not yet final. The vertical stabilizer (including steering wheel) has been raised from the Atlantic Ocean, the “Газета.ru” “Газета.ru” referring to the Associated Press.
As previously reported news agency REGNUM news ИА REGNUM Новости, that the Airbus A330-200 airline Air France, on board were 216 passengers and 12 crew members of flight AF447 from Rio to Paris. Four hours after takeoff, he disappeared from the radar screen. It is anticipated that over the archipelago Fernando de Noronha Airbus was in a zone of high turbulence, and it was hit by lightning.
Well, this is an engineer, as said four days ago. look at the photos keel-330 out of the water:
You do not understand me. The photo shows the place of bad fracture, but can be clearly seen on the movable parts of Kiel, a steering wheel, which is the lower part is not attached to the shell (because it is mobile), corrupted in its lower part, so pogryzen naiskosok.
I would suggest that before the separation, he began to engulf the keel back on stream, while the wheel is being turned in and cling to the fixed portion of the keel steering.
If you have something to say to refute this fact, but the isolation of the impact of the water will not damage this part of the steering wheel.
The range of bodies up to 100 km, tip, suggests that the handling and destruction of probably gone after the separation of the keel. The gap was probably caused by a failure of the electronic limiter turning the steering wheel.
But the refusal was caused by the electronics
*** Disclaimer: Chatter Only – Remember You can hear anything on the Radio! ***
More Rudder Links:
Aging Aircraft Evaluation of the Airbus A320 Rudder Control System (pdf) DOT/FAA/AR-07/65
What made an Airbus rudder snap in mid-air? Mar 13 2005 07:43 MailGuardianOnline
NTSB URGES INSPECTIONS OF CERTAIN AIRBUS A300 RUDDERS March 24, 2006
The Consumer Law Page: Article – Airbus A-300 Defects: FAA Delay in Ordering Inspection and American Airlines Flight 587 November 12, 2001 By Richard Alexander