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TO/GA position (maximum takeoff thrust). The airplane took off at 14 h 44. Autopilot 1 was
activated at 14 h 44 min 57 s. A transfer of authority from autopilot 1 to autopilot 2 took place
at 14 h 48 min 10 s. Up to flight level 280, the speed was managed and stable at around 280
kt.
The airplane reached flight level 320 at about 15 h 03. From 15 h 04 min 03 s, the values of
the left and right local angles of attack did not vary significantly, and were recorded
respectively as 3.8 and 4.2 degrees. Towards 15 h 05 min 15 s, the crew began a descent
towards flight level 310, which was reached at about one minute later.
At 15 h 10 min 45 s, the airplane was on a 330° heading. After having disengaged the
autopilot, the crew began a turn to the right towards the selected 090 heading. The bank
angle reached 44° before returning towards 31°. At around 15 h 11 min 58 s, the lateral
navigation NAV mode was activated and autopilot 1 was engaged about five seconds later.
The airplane then climbed in steps towards flight level 390 which was reached at about 15 h
22. The descent began shortly after 15 h 26 towards flight level 200, reached at about 15 h
32.
At 15 h 34 min 34 s, the crew having requested radar vectoring, the approach controller
asked them to turn left on heading 090 and reduce speed to 200 kt. At 15 h 34 min 58 s, the
crew started a left turn to follow the 090 heading.
At 15 h 36 min 47 s, when the airplane was level at FL120, the Captain asked “you want
alternate law” and the New Zealand pilot answered “okay alternate law”.
At 15 h 37 min 08 s, the autopilot was disengaged. Nine seconds later, the callout « FAC 1,
and FAC 2 is coming now » was made and the Y/D 1 was recorded as FAULT. At 15 h 37
min 22 s, the Y/D 2 was recorded as FAULT, the control law for pitch passed from normal to
alternate and the control law for roll passed from normal to direct. Some inputs on the
sidestick were recorded on the Captain’s side. At 15 h 37 min 52 s, the control law for pitch
and for roll passed back to normal and autopilot 1 was engaged.
The New Zealand pilot then said “Low speed flight is now probably next” then described the
sequence of events for the flight at low speed. The Captain asked if his intention was to go
down to VLS and alpha prot. He confirmed that and said that, on reaching VLS, it would be
necessary to pull quite hard to go as far as alpha floor. The Captain answered that he knew.
The New Zealand pilot continued, saying that afterwards it would be necessary to push,
disengage and re-engage.
At around 15 h 39 min, the approach controller asked the crew to descend towards flight
level 60. The airplane was then slightly below flight level 100 and its speed was 215 kt.
At around 15 h 40 min, the approach controller asked the crew to turn to the right on heading
190 and to maintain 180 kt. The Captain made a right turn. The airplane speed was 215 kt.
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At around 15 h 41 min, the approach controller twice asked the crew to resume navigation
directly towards the LANET point, to continue the descent towards 5,000 ft QNH and cleared
them for the ILS 33 approach. The Co-pilot read back after the second message. The
Captain said “I think we will have to do the slow flight probably later” then “Or we do it on the
way to Frankfurt or I even skip it”.
The airplane reached 5 000 ft altitude at 15 h 42 min 00 s. Its speed was then 210 kt.
At 15 h 42 min 14 s, the approach controller asked for the airplane’s speed. The Co-pilot
answered initially that it was falling then at 15 h 42 min 25 s that it was 180 knots. The
airplane speed was then slightly above 190 kt and the selected speed went from 180 kt to
157 kt. The approach controller then asked them to maintain 180 kt and to descend towards
2,000 ft.
At 15 h 42 min 23 s, the lateral autopilot mode changed from HDG to NAV. A few seconds
later, the airplane began to descend.
At 15 h 42 min 46 s, the Captain said that the approach was not in the database.
At 15 h 43 min 37 s, the Captain disengaged the autopilot. He said “Down below the clouds
so you want what?” The New Zealand pilot answered “We need to go slow with err recovery
from… recovery”.
At 15 h 43 min 41 s, the Captain positioned the thrust control levers on IDLE and autothrust
disengaged. The altitude was 4,080 feet and the speed was 166 kts. The Captain asked for
landing gear extension the said “we do the err the…” and the New Zealand pilot answered
“Slow speed yeah”. They discussed the configuration to adopt; during this time the approach
controller twice asked for confirmation that it would be a complete landing. The Co-pilot
　
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