In-flight upset - 154 km west of Learmonth, WA, 7 October 2008,

Table 6: Required actions associated with selected ECAM messagesECAM messageAUTO FLT AP OFFNAV IR 1 FAULTNAV ADR 1 FAULTF/CTL PRIM 1 PITCH FAULTF/CTL PRIM 3 FAULTF/CTL ALTN LAW (PROTLOST)Required actionsNo required actions (for crew awareness only).Move ATT HDG switch to CAPT ON 3 position[Note. In some cases additional required actions could bedisplayed. These included selecting the IR pushbuttonswitch to OFF. However, there was no indication on thecockpit voice recording or from crew interviews that thisaction was displayed on the occurrence flight.]Move AIR DATA switch to the CAPT ON 3 positionSelect ADR 1 pushbutton OFF[Note. This ECAM caution did not appear until 0513, andthe length of time that it was displayed could not bedetermined. The local ADR fault light on the overheadpanel was not illuminated (section 1.12.6).]No required actions (for crew awareness only).Select PRIM 3 [FCPC 3] OFF then ON[Note. If this procedure was unsuccessful, the requiredaction was to select FCPC 3 OFF.]Do not use speed brakeMaximum speed limited to 330 kts / Mach 0.821.6.12 Weight and balanceThe take-off weight of the aircraft on the 7 October 2008 flight was 207,065 kg,which was below the maximum take-off weight of 233,000 kg. The aircraft’s centreof gravity (c.g.) at the time of the occurrence was within normal operating limits. 38Inspection of the aircraft’s cargo area after landing found that all cargo was loadedin the same position as that recorded on the load manifest for the flight, and no loadshift was evident. All of the cargo containers and palletised cargo remainedproperly secured by the integral cargo restraint systems built into the floor of thecargo holds. Each individual freight container and pallet was also examined for loadshift or break out of individual items from within each unit, and no such problemswere evident.1.6.13 Aircraft maintenanceQPA underwent a C-check 39 in March 2008 (prior to the occurrence) and inMay/June 2009 (after the occurrence). These checks found nothing of relevance tothe investigation.3839The FDR recorded the aircraft gross weight at the time of the first in-flight upset as 185,280 kgand that the c.g. was 28.2% of the reference distance. For this gross weight, the allowable in-flightc.g. range was 14–41% of the reference distance.Aircraft checks included checks conducted before the first flight each day and before each flight(described as line maintenance), as well as more detailed scheduled maintenance checks that werecalled A, B, C and D checks. The tasks involved and intervals between checks increase from Athrough to D checks. An A check could occur every few days, while a D check could be required- 30 -