AVCANADA

My own questions - answers to which may never be known:

Why does Bonin apply an initial nose up input? Was he trying to fly over the storm?

Why does it accept two simultaneous inputs at all?

Co-pilot Bonin kept on pulling the plane up, possibly because a faulty computer indicator was telling him to do so. The so-called Flight Director, an instrument straight in front of him, which initially failed but then came on again, told him: pull the plane up!

That's a very interesting observation. We all have fall-back thinking, but to have THAT as fall-back highlights an issue with training, I think.

Why does the Airbus "dual input" system "average out" the inputs? Why does it accept two simultaneous inputs at all? It's not like with FBW that you need additional muscle power to overcome pressure on the control surfaces.

Was the RADAR working ?
I would guess it was not working at 100 percent,why else would any pilot fly into a large nasty CB.
Maybe they should take a look at the RADARs on their planes as this was the second fight they lost with a CB.

From what I've read this flight had been filed to Madrid with CDG as an alternate. This procedure is known as In-flight re-fileing or re-dispatch. It is becoming increasingly common as commercial pressures to minimize costs mount. Unfortunately, carrying extra gas does not generate extra revenue.

It is a safe system, however, it places extra pressure on the pilots to cross the ocean without burning into to the fuel require to make it to their planned destination. We all know how much pressure 'get-home-itis' can put on a flight crew. I'm not trying to speculate on the cause of this crash, but don't you think the crew of AF447 would have diverted around the thunderstorms if they knew they had the fuel to do so and continue to CDG?

With any ice on the wings it is also very possible there wasn't the chance to recover once the point of stall was reached near full gross weight. It says minus 40C, however before the ice shut down the pitots the copilot explains "ozone smell" and comments on the sudden heat in the cabin (CVR info).

The pitots are heated and operational very soon after but may only have been possible for attitude/speed recovery right after sudden climb from 35,000 to 38,000. Once in stall with ice it is not the same. Even clean, how many such stall recoveries are on record ?

The barrage of unending aural warnings start with the cavalry call (AP disconnect alarm sound). Might be too hard to find this kind of training regimen using the interior of an unexpected severe thunderstorm with just the artificial horizon. Kept it from stalling for a whole minute while also worrying about 'high speed', and looks like "I've got control" was done right until all became futile after the stall (where ice on the wings makes a recovery impossible at the increasing DVV).

The FD screen going off so briefly, then on again with all those messages. More CB detection/avoidance and systems-failure training for sure ... also fatigue (rest) management research.