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and descended about 400 ft during the second event. The flight crew
described the event as being similar in nature to the first event, though of a lesser
magnitude and intensity.
The captain announced to the cabin for passengers and crew to remain seated with
seatbelts fastened. The second officer made another call on the cabin interphone to
get the first officer back to the flight deck. The first officer returned to the flight
deck at 1248 and took over from the second officer in the right control seat. The
second officer moved to the third occupant seat.
6 Acceleration values used in this report were sensed by a triaxial accelerometer located
near the aircraft's centre-of-gravity and were recorded by the aircraft's flight data
recorder and quick access recorder. 1 g is the nominal value for vertical acceleration that is
recorded when the aircraft is on the ground. In flight, vertical acceleration values represent the
combined effects of flight manoeuvring loads and turbulence.
7 The term PRIM is the common name for a flight control primary computer (FCPC).
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After discussing the situation, the crew decided that they needed to land the aircraft
as soon as possible. They were not confident that further pitch-down events would
not occur. They were also aware that there had been some injuries in the cabin, but
at that stage they were not aware of the extent of the injuries. At 1249, the crew
made a PAN8 emergency broadcast to air traffic control, advising that they had
experienced ‘flight control computer problems’ and that some people had been
injured. They requested a clearance to divert to and track direct to Learmonth, WA.9
Clearance to divert and commence descent was received from air traffic control.
Figure 1 shows the track of the aircraft and time of key events.
Figure 1: Aircraft track and key events
Following the second upset event, the crew continued to review the ECAM
messages and other flight deck indications. The IR1 FAULT light and the PRIM 3
FAULT light on the overhead panel were illuminated. There were no other fault
lights illuminated. Messages associated with these faults were again displayed on
the ECAM, along with several other messages. The crew reported that the messages
were constantly scrolling, and they could not effectively interact with the ECAM to
action and/or clear the messages. The crew reported that master caution chimes
associated with the messages were regularly occurring, and they continued to
receive aural stall warnings.
The captain reported that, following the first upset event, he was using the standby
flight instruments and the first officer’s primary flight display (PFD, see Appendix
A) because the speed and altitude indications on his PFD were fluctuating and he
8 A PAN transmission is made in the case of an urgency condition which concerns the safety of an
aircraft or its occupants, but where the flight crew does not require immediate assistance.
9 The first upset event occurred when the aircraft was 154 km (83 NM) west of Learmonth.
Learmonth was the closest aerodrome suitable for an A330 landing.
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was unsure of the veracity of the other displayed information. After the second
upset event, he had observed that the automatic elevator trim was not functioning
and he had begun trimming the aircraft manually. He later disconnected the
autothrust and flew the aircraft manually for the remainder of the flight.
The flight crew spoke to a flight attendant by interphone to get further information
on the extent of the injuries. The flight crew advised the cabin crew that, due to the
nature of the situation, they did not want them to get out of their seats, but to use the
cabin interphones to gather the information. At 1254, after receiving advice from
the cabin of several serious injuries, the crew declared a MAYDAY10 and advised
air traffic control they had multiple injures on board, including a broken leg and
some cases of severe lacerations.
The crew continued attempts to further evaluate their situation and, at 1256,
contacted the operator’s maintenance watch unit11, located in Sydney, by
SATPHONE to seek assistance. There were several subsequent communications
during the flight between the flight crew and maintenance watch, who advised that
the various faults reported by the crew were confirmed by data link, but that they
were not able to diagnose reasons for the faults. During one of the conversations,
maintenance watch suggested that the crew could consider switching PRIM 3 off,
and this action was carried out. This action did not appear to have any effect on the
scrolling ECAM messages, or the erratic airspeed and altitude information.
　
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