There is another scenario which could be worth considereing – the ‘turbulence’ event has not been defined, according to the scriptures.
We do know that turbulence was encountered before the in flight abnormality, could this ‘event’ have affected the HS in some way which in turn led to the control problems being created by an AP response to maintain the protocol selected against a hard/bent/ point? When does the AP call it quits and give up the struggle?
Chicken and egg situation, not assisted by the lack of clear detail and definition of ‘what’ level of turbulence was encountered. What has become clear is that this is a mighty tough air-frame, but something, somehow bent one of the more vulnerable parts out of alignment and shape.
The forces stated as opposite for the control channel disconnect are nowhere near close; then there is the rudder pedal force question (why use a 1inop amount in calm conditions). It is all passing strange.
I’ve seen “K’s” list of questions, a genuine four pages of serious, unanswered tough ones. I can with some certainty answer one. This aircraft did not run into a bird; it hit the bloody great big elephant.
![[Image: imagesME7VEK5X.jpg]](http://auntypru.com/wp-content/uploads/2016/02/imagesME7VEK5X.jpg)
Quote:According to the Aeronautical Information Manual (AIM) there are 4 major categories of turbulence: Light, Moderate, Severe and Extreme.
Intensity Reporting Term-Definitions.
Light Turbulence that momentarily causes slight erratic changes in ;altitude and/or attitude (pitch, roll, yaw). Report as Light Turbulence or Turbulence that causes slight, rapid and somewhat rhythmic bumpiness without appreciable changes in altitude or attitude. Report as Light Chop. Occupants may feel a slight strain against seat belts or shoulder straps. Unsecured objects may be displaced slightly. Food service may be conducted and little or no difficulty is encountered in walking. Occasional – Less than 1/3 of the time. Intermittent – 1/3 to 2/3. Continuous – More than 2/3.
Moderate Turbulence that is similar to Light Turbulence but of greater intensity. Changes in altitude and/or attitude occur but the aircraft remains in positive control at all times. It usually causes variations in indicated airspeed. Report as Moderate Turbulence; or Turbulence that is similar to Light Chop but of greater intensity. It causes rapid bumps or jolts without appreciable changes in aircraft altitude or attitude. Report as Moderate Chop.1 Occupants feel definite strains against seat belts or shoulder straps. Unsecured objects are dislodged. Food service and walking are difficult. NOTE
1. Pilots should report location(s), time (UTC), intensity, whether in or near clouds, altitude, type of aircraft and, when applicable, duration of turbulence. 2. Duration may be based on time between two locations or over a single location. All locations should be readily identifiable.
Severe Turbulence that causes large, abrupt changes in altitude and/or attitude. It usually causes large variations in indicated airspeed. Aircraft may be momentarily out of control. Report as Severe Turbulence. 1 Occupants are forced violently against seat belts or shoulder straps. Unsecured objects are tossed about. Food Service and walking are impossible
1.High level turbulence (normally above 15,000 feet ASL) not associated with cumuliform cloudiness, including thunderstorms, should be reported as CAT (clear air turbulence) preceded by the appropriate intensity, or light or moderate chop.
We do know that turbulence was encountered before the in flight abnormality, could this ‘event’ have affected the HS in some way which in turn led to the control problems being created by an AP response to maintain the protocol selected against a hard/bent/ point? When does the AP call it quits and give up the struggle?
Chicken and egg situation, not assisted by the lack of clear detail and definition of ‘what’ level of turbulence was encountered. What has become clear is that this is a mighty tough air-frame, but something, somehow bent one of the more vulnerable parts out of alignment and shape.
The forces stated as opposite for the control channel disconnect are nowhere near close; then there is the rudder pedal force question (why use a 1inop amount in calm conditions). It is all passing strange.
Quote:"When set correctly, the activation torque is equivalent to opposing forces of 50 to 55 daN (about 51 to 56 kg force) being simultaneously applied to each control column.”
• in the seconds leading up to the occurrence, there were a number of rapid increases in the recorded airspeed
• the FO made three nose up control inputs correlating with the use of the touch control steering
• at about time 05:40:50.1, or about 2.5 seconds before the pitch disconnect, a small load (pitch axis effort) was registered on the captain’s pitch control
• the captain started to make a nose up pitch input shortly before the FO made the third nose up input
• when the FO started moving the control column forward (nose down) at about 05:40:52.3, the load on the captain’s control increased (nose up) at about the same rate that the first officer’s decreased
• at 05:40:52.6 the elevators uncoupled. At that time: the load on the captain’s control column was 67 daN and on the FO’s -8.5 daN
I’ve seen “K’s” list of questions, a genuine four pages of serious, unanswered tough ones. I can with some certainty answer one. This aircraft did not run into a bird; it hit the bloody great big elephant.