up, 15 deg down, and 67 deg of bank.These limits are indicated by green = signs on the PFD.Bank angles in excess of 33 deg require constant sidestick input.If input is released the aircraft returns to and maintains 33 deg of bank.High Angle of Attack Protection (alpha):When alpha exceeds alpha prot, elevator control switches to alpha protection mode in which angle of attack is proportional to sidestick deflection.Alpha max will not be exceeded even if the pilot applies full aft deflectionHigh Speed Protection:Prevents exceeding VMO or MMO by introducing a pitch up load factor demand.The pilot can NOT override the pitch up command.Low Energy Warning:Available in CONF 2,3, or FULL between 100' and 2,000' RA when TOGA not selected.Produces aural "SPEED SPEED SPEED" when change in flight path alone is insufficient to regain a positive flight path (Thrust must be increased). UTC (Universal Time Coordinate)is the primary time standard by which the world regulates clocks and time. Itis, within about 1 second, mean solar time at 0 longitude; it does not observedaylight saving time. It is one of several closely related successors toGreenwich Mean Time (GMT). Local time of the point of departure and theaccident site was UTC + 7. The sequence of eventsretrieved from both of Flight Data Recorder (FDR) and Cockpit Voice Recorder(CVR) were as follows: 2231 UTC, the aircraft startedto taxi. 2235 UTC, the aircraft tookoff. 2249 UTC, the flight reachedcruising altitude of 32000 feet (Flight Level 320). At 2257 UTC, the PF asked foranti-ice ON and the flight attendant announced to the passengers to return totheir seat and fasten the seat belt due to weather condition and possibility ofturbulence. At 2300 UTC,the Electronic Centralized Aircraft Monitoring (ECAM) amber advisory AUTO FLTRUD TRV LIM 1 appeared. The PF asked ECAM action. At 2301 UTC, FDR recordedfailure on both Rudder Travel Limiter Units and triggered a chime and mastercaution light. The ECAM message showed AUTO FLT RUD TRV LIM SYS (Auto FlightRudder Travel Limiter System). The PIC read and performed the ECAM action ofAUTO FLT RUD TRV LIM SYS to set Flight Augmentation Computer (FAC) 1 and 2push-buttons on the overhead panel to OFF then to ON one by one. Both RudderTravel Limiter Units returned to function normally. At 2304 UTC, the PM requestedto the Ujung Pandang Upper West2 controller to deviate 15 miles left of track forweather avoidance and was approved by the controller. The aircraft then flew ona heading of 310. At 2306UTC, the SIC conductedcruise crew briefing including in the case of one engine inoperative oremergency descent and that Semarang Airport would be the alternate airport. At 2309 UTC, the FDR recordedthe second failure on both Rudder Travel Limiter Units and triggered a chimeand master caution light. The pilots repeated the ECAM action and both RudderTravel Limiter Units returned to function normally. At 2311 UTC, the pilotcontacted the Jakarta Upper Control3 controller and informed that the flight turned to theleft off the M635 to avoid weather. The information was acknowledged andidentified on the radar screen by the Jakarta Radar controller. The JakartaRadar controller instructed the pilot to