Pooh Bear wrote in message ...
David CL Francis wrote:

On Tue, 26 Oct 2004 at 18:12:20 in message
TBCfd.18911$SW3.16862@fed1read01, Jay Beckman
wrote:

Is that due to the crash at the Paris Airshow several years back?

Many people say Paris - it wasn't Paris it was Mulhouse, in the upper
Rhine Valley near the junction of the Swiss and German borders.

It was only a local air show and the aircraft was an almost new A320 (it
had been in service for 2 days). The Airport (if you could call it that)
has one main paved runway only 1000m long plus some grass strips for
gliders. Air France were invited to display an A320. It could not land
there.

Not only that but it was a charter flight with 130 passengers aboard -
how often does that happen at the Paris Air Show I wonder?

The crew were probably given an inadequate briefing on the airport.

Indeed they were.



The
idea was to do a low slow pass in landing configuration at about 100ft.
(Often done in France although the air show regulations said 170 ft.)
They intended to reach the maximum allowable angle of attack in the low
pass. They meant they would inhibit the 'alpha floor' limit which would
automatically increase power at that point. The co-pilot was supposed to
control the power.

When they identified the airport they were close but they saw that the
crowd seemed to be along a grass strip and not along the chosen paved
runway 02. They realigned and at 100 ft deactivated the alpha floor
function. They sank to only 30 ft above the strip.

Nope - they were using the analogue readout barometric altimeter not the more
accurate digital readout radalt ( for reasons of being easier to read whilst
rapidly changing in this instance ).

During the take off phase the radalt and baro altimeter somehow got
'misaligned' by 70 odd feet.

Hence they thought they were flying at 100ft when it was actually 30 ft.


They then suddenly
realised there were trees ahead at the same height or higher than the
aircraft. They then called for TO power but it was too late. Speed had
reduced to 122k and the engines now at flight idle responded as they
should. There was then nothing anyone or the aircraft could do. 4.5
seconds after power started increasing it began hitting the trees.

Actually, increased power was called for as planned. They were indeed unaware
of the trees due to the poor briefing material.

Exactly how and why the engines responded as they did has been a matter of
considerable debate.

That version of the CFM 56 ? was subsequently altered and units in service
'upgraded' following a compressor stall incident on another early A320 at
Geneva ? IIRC.


That is a very much abbreviated version but I believe substantially
correct.

IIRC, the pilot commanded a flight attitude in the landing config that the
software wouldn't allow and that led to the aircraft settling into the
trees.

Sorry that is wrong. And it did not settle into the trees; it flew
horizontally into them at an altitude of 24 ft and then sank!

This accident is very often badly reported. Although the system would
not permit main flight restrictions to be exceeded the performance at
those low limits was as limited as any conventional aircraft would have
been. It could not climb at flight idle at 122 knots and 15 degrees nose
up. That is not a surprise.

The response of the engines was a surprise to the pilots.


What afjukwit.

Netkkkoping ******.


Bertie