The airfrance crash INMHO was a lack of training( or missunderstanding of it) because the pilot flying on the captain seat ( actually a copilot, the captain was resting) was performing the maneuver for fighting windshear( you won't find this on any conclusions is my guess from his input on the sidestick).
In a stall you want to recover your speed asap , you dive and apply full throttle till you are able to level off with normal speed.
Windshear usually happens when you encounter heavy wind changes on approach or take off, usually caused by heavy thunderstorms. Your speed will increase and then sudenly decrease to stall levels. It can very easily throw you to the ground.
As you are very low, the stablished procedure is to apply full throttle ( as in a stall) but PULL your controlls full up ( the software limits the nose up position to around 25 deg nose up in airbus models). You flight at the minimum speed ( airbus airplanes will not allow you to fly below that speed at least if you are at low altitude, a plane using both engines at go around power will climb).
The point is that as they entered the thunderstom ( that previously was avoided by preceding airliners) and had that pitot icing, they reacted with a windshear procedure when it was unnecessary ( there is a procedure to flight without reliable speed indications just trusting your artificial horizont and thrust position for a given speed, they should have applied it in a perfect world[it is very easy to say what is the solution afterwards of course]).
At those altitudes the engines have no power left to perfor a windshear, so the speed started falling till they entered a deep stall. That stall was recoverable( this is a supposition) for lets say 2 minutes, but they still were aplying full up controlls thinking :why is this procedure that I have practiced thousand times in the simulator not working?( not understanding they were in a common stall)
It seems that the other flight officer may have known what was happening but failed to take the controls.
All this is my supposition based on the preliminary documents pblished and my experience with A320 aircrafts wich have pretty similar flight controls logic ( I am an airline pilot with 12 years experience flying boeing, douglas and airbus). Something completely diferent could be the final cause.
Windshear is a primary maneuver to practice and master due to the extreme danger that it represents for any kind of plane ( maybe not for fighters). Stall is seen as a improbable danger due to the airplane software protections. Both are practised but the windshear is more enfaticed at least in europe, also the stall is seen as a basic flying skill, something not practical to practice in an expensive simulator with limited training time for all that complicated failures.
To reply your question, you can not induce a roll to an airbus airplane ( not past 45 deg with normal conditions) unless you have lost some flight computers. You could for example with MD 80 or 737 as there are no computer protections. I don't know about 777 or other fly by wire boeings, but I guess they got some kind of protection.
Sorry for all the typos and spelling! I am writting on a van on my way to the airport.
the comment "Stall is seen as a improbable danger due to the airplane software protections." puts the suggestion that software do more to make things "safe" in an interesting light. thanks.
Software in airplanes is a huge help! Also if is not properly thought or has bugs it can kill you too. One of the problems right now is over reliance in the capacity of the plane to detect and combat properly ANY failure or emergency.
In a stall you want to recover your speed asap , you dive and apply full throttle till you are able to level off with normal speed. Windshear usually happens when you encounter heavy wind changes on approach or take off, usually caused by heavy thunderstorms. Your speed will increase and then sudenly decrease to stall levels. It can very easily throw you to the ground.
As you are very low, the stablished procedure is to apply full throttle ( as in a stall) but PULL your controlls full up ( the software limits the nose up position to around 25 deg nose up in airbus models). You flight at the minimum speed ( airbus airplanes will not allow you to fly below that speed at least if you are at low altitude, a plane using both engines at go around power will climb). The point is that as they entered the thunderstom ( that previously was avoided by preceding airliners) and had that pitot icing, they reacted with a windshear procedure when it was unnecessary ( there is a procedure to flight without reliable speed indications just trusting your artificial horizont and thrust position for a given speed, they should have applied it in a perfect world[it is very easy to say what is the solution afterwards of course]).
At those altitudes the engines have no power left to perfor a windshear, so the speed started falling till they entered a deep stall. That stall was recoverable( this is a supposition) for lets say 2 minutes, but they still were aplying full up controlls thinking :why is this procedure that I have practiced thousand times in the simulator not working?( not understanding they were in a common stall)
It seems that the other flight officer may have known what was happening but failed to take the controls.
All this is my supposition based on the preliminary documents pblished and my experience with A320 aircrafts wich have pretty similar flight controls logic ( I am an airline pilot with 12 years experience flying boeing, douglas and airbus). Something completely diferent could be the final cause.
Windshear is a primary maneuver to practice and master due to the extreme danger that it represents for any kind of plane ( maybe not for fighters). Stall is seen as a improbable danger due to the airplane software protections. Both are practised but the windshear is more enfaticed at least in europe, also the stall is seen as a basic flying skill, something not practical to practice in an expensive simulator with limited training time for all that complicated failures.
To reply your question, you can not induce a roll to an airbus airplane ( not past 45 deg with normal conditions) unless you have lost some flight computers. You could for example with MD 80 or 737 as there are no computer protections. I don't know about 777 or other fly by wire boeings, but I guess they got some kind of protection.
Sorry for all the typos and spelling! I am writting on a van on my way to the airport.