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answered the second request by saying that it would be a go-around and a departure
towards Frankfurt.
Between 15 h 43 min 20 s and 15 h 43 min 55 s, the spoliers were extended.
At 15 h 43 min 55 s, the airplane speed was 163 kt.
At 15 h 44 min 17 s, the airplane speed was 158 kt and the RTL reached 25°.
At 15 h 44 min 30 s, the Captain stabilised the airplane at an altitude of 3,000 ft. The airplane
was in landing configuration (FULL). Flight Directors 1 and 2 were still active and the vertical
mode changed from OP DES to V/S +0000. The speed was 136 kt.
At 15 h 44 min 44 s, the airplane altitude was 2,980 ft and the speed 123.5 kt.
At 15 h 44 min 57 s, while the airplane was near LANET, a « triple click » was recorded and
the AP/FD lateral mode changed from NAV to HDG. The selected heading was the current
heading of the airplane.
At 15 h 44 min 58 s, the airplane was at 2940 ft altitude and a speed of 107 kt.
Between 15 h 44 min 30 s and 15 h 45 min 05 s, the stabiliser moved from -4.4° to -11.2°
(nose-up position). It remained in this position until the end of the recording.
At 15 h 45 min 05 s, the airplane was at 2,910 ft altitude and a speed of 99 kt. Pitch attitude
was 18.6°. The stall warning sounded. In the following second, the thrust control levers were
moved to TO/GA position. Auto-thrust changed to armed mode. A symmetrical increase in
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engine RPM is noticeable up to N1 values of about 88 %.
At 15 h 45 min 09 s, the bank angle reached 8° to the left and the speed 92.5 kt. The Captain
made a lateral input to the right and a longitudinal movement forwards on his sidestick.
Between 15 h 45 min 09 s and 15 h 45 min 13 s, the FAC 1 FAIL and FAC 2 FAIL
parameters (recorded every four seconds) passed to the FAIL2 value.
At 15 h 45 min 11 s, the airplane wings straightened up and began to roll to the right. The
Captain made a lateral input to the left stop. The rudder pedal began to move in the direction
of a left turn (rudder deflection to the left). The TLU function of FAC 1 and 2 de-activated.
The yaw damper orders were limited to ± 5°. The RTL value increased to 32° in three
seconds.
At 15 h 45 min 12 s, both flight directors disengaged.
At 15 h 45 min 14 s, autothrust disarmed.
At 15 h 45 min 15 s, bank angle reached 50° to the right. The Captain’s lateral input was still
at the left stop. The rudder pedal reached a 23° left position. At the same moment, the
Captain’s longitudinal input changed to the forward stop position. Pitch was 11°, the speed
98 kt and the altitude about 2,650 ft. The flight control laws for pitch and for roll passed
almost simultaneously from normal to direct.
At 15 h 45 min 17 s, the bank angle was close to zero while the airplane was again starting
to roll towards the left. The Captain made a lateral input to the right stop position. The rudder
pedal came back to a position close to neutral though still to the left (about 4°).
At 15 h 45 min 19 s, Captain’s longitudinal input was still at the forward stop position. The
elevators reached their maximum nose-down position of about 11.6°. The bank angle
reached 40° to the left and the Captain progressively cancelled his lateral input. The stall
warning stopped.
At 15 h 45 min 20 s, the airplane’s pitch was 7°, its speed was 138 kt, its altitude 2,320 ft.
The Captain cancelled his longitudinal input. From this moment on, the airplane’s pitch
started to increase. In the following second, the Captain made a further longitudinal input to
the forward stop position.
At 15 h 45 min 23 s, the altitude reached a minimum of about 2,250 ft and the speed 144.5
kt.
At 15 h 45 min 29 s, landing gear retraction was ordered.
At 15 h 45 min 36 s, the stall warning sounded again.
At 15 h 45 min 40 s, the control law for pitch passed from direct to alternate. The bank angle
reached a maximum of 59° to the left and the normal load factor dropped below 0.5 g. The
Captain’s lateral input was practically at neutral, the longitudinal input was still forwards but
was not constantly at the stop. The yaw damper orders were nil and remained so until the
end of the flight.
2 This value means that the DMC were no longer receiving limit speed information from the FAC.
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At 15 h 45 min 42 s, the speed parameter recorded became invalid3.
A 15 h 45 min 44 s, the altitude reached a maximum of about 3,800 ft and pitch reached 57°
nose up. The bank angle was about 40° to the left.
At 15 h 45 min 47 s, the stall warning stopped.
At 15 h 45 min 48 s, the landing gear was retracted and locked. The HYD page was recorded
as displayed on the ECAM (the parameter is recorded every four seconds).
　
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