- 1094150.47E and the aircraftaltitude was approximately 24,000 feet. The last data recorded by FDR was at 2320:35 UTC with ISISairspeed of 132 kts, pitch 20 up, AOA 50 up, roll 8 to left, the rate ofdescent 8400 ft/minute and the radio altitude was 118 feet. No emergencymessage was transmitted by the crew. Characteristic of pitch andlateral Pitch Control When the PF performs sidestickinputs, a constant G-load maneuver is ordered, and the aircraft responds with aG-Load/Pitch rate. Therefore, the PFs order is consistent with the responsethat is "naturally" expected from the aircraft: Pitch rate at lowspeed; Flight Path Rate or G, at high speed. So, if there is no input on thestick: The aircraft maintains theflight path, even in case of speed changes In case of configurationchanges or thrust variations, the aircraft compensates for the pitching momenteffects Inturbulence, small deviations occur on the flight path. However, the aircrafttends to regain a steady condition.Airbus PitchCharacteristicSidestick Pitch (P) inputPositive (+) value means nose down input Sidestick Roll (R) inputPositive (+) value means aircraft rolls to the left Rudder Position Positive (+)means left rudder input (left yaw) Elevator Position Positive (+)means TE down (nose-down) Trimmable Stabilizer (THS)Position Range: -13.5 to +4 Positive: trailing edge (TE) up (nose-down) AileronPosition Positive (+) means trailing edge (TE) down (nose up).Operational Recommendation: From themoment the aircraft is stable and auto-trimmed, the PF needs to perform minorcorrections on the sidestick, if the aircraft deviates from its intended flightpath. The PF should not force the sidestick, or over control it. If the PFsuspects an over control, they should release the sidestick.Lateral Control When the PF performs a lateralinput on the sidestick, a roll rate is ordered and naturally obtained. Therefore, at a bank angle ofless than 33, with no input on the sidestick, a zero roll rate is ordered, andthe current bank angle is maintained. Consequently, the aircraft is laterallystable, and no aileron trim is required. However, lateral law is also amixture of roll and yaw demand with: Automaticturn coordination Automaticyaw damping Initialyaw damper response to a major aircraft asymmetry. In addition, if the bank angleis less than 33, pitch compensation is provided. If the bank angle is greaterthan 33, spiral stability is reintroduced and pitch compensation is no longeravailable. This is because, in normal situations, there is no operationalreason to fly with such high bank angles for a long period of time. AirbusLateral CharacteristicOperational Recommendation: During a normal turn (bankangle less than 33), in level flight: The PF moves the sidesticklaterally (the more the sidestick is moved laterally, the greater the resultingroll rate - e.g. 15/s at max deflection) It is not necessary to make apitch correction It is not necessary to usethe rudder. In the case of steep turns(bank angle greater than 33), the PF must apply: Lateral pressure on thesidestick to maintain bank Aftpressure on the sidestick to maintain level flight.Rudder Travel Limitation This function limits rudder deflection based on speed in order to avoid high structural loads. It is governed by the following law:If both FACs lose the ruddertravel limitation function, the value of the rudder deflection