A thorough examination of the various components of the system at this time revealed that.
Any "runaway" or contradiction in the system results in the interruption of power to the autopilot and the illumination of a warning tight It has no indices for the degree of pitch, and the displayed rate of pitch change varies as follows Since the wear rate would be dependent on the number of actuations, as well as the associated loads imposed, there is no way to determine the exact point in time of the commencement of this condition. If the stabilizer cable fairleads were in fact cleaned at that time, and there is no reason to suspect otherwise, it is doubtful that the full AND position was produced by fairlead contamination.
The aircraft crashed at 14.5 miles on the 034-degree radial, in Lake Pontchartrain. Not included is altitude dissipated during during the time required for situation analysis, decision, and reaction, and the time necessary to apply the stick force for a 2-g maneuver. In other words, the pilot, finding his aircraft in an excessively nose-high attitude, pushes the column forward and, when the aircraft does not respond to his satisfaction, he also actuates the trim switch. The actuation begins at either Mach 70 or 310 knots and increases in displacement and rate up to Mach 88 or 410 knots. The pilots in this case, if the drive system failed during a PIO rather than earlier, had no way of knowing the real reason for its failure to operate in the ANU direction. When the pilot was told to deliberately ignore the pitch attitude display and to rely chiefly on controlling airspeed during the Simulated penetration, large oscillations of all parameters invariably resulted. The flight, scheduled from Mexico City to New York City, with several intermediate stops, had just departed from New Orleans at 0200. Flight 304 was instructed to "…contact New Orleans Center radar, frequency 123.6 now." Flight 304, which had originated in Mexico City, left New Orleans International Airport for Atlanta at 2:01 a.m., Central Standard Time, and disappeared from radar at 2:10 a.m. Visibility was good, although there was a light rain. The lower support bushing has a flange on its outer circumference and when installed properly (flange up) it overlaps the lower bearing and thus provides the vertical and lateral support for the sprocket shaft assembly. Applying the formula to the DC-8, the stick force per g values are a maximum of 80 and a minimum of 30 pounds.EAL, DC-8, N8607, at Dulles International Airport, August 20, 1963.Speed or static stick-free stability is the measure of the aircraft's ability to return to trim speed if momentarily disturbed to a lesser or greater speed. One incident involved an aircraft leased by EAL from January 15, 1964, through March 4, 1964. In his testimony he described that test, "…we left the PTC extended and that was at approximately 220 knots and I trimmed… two degrees aircraft nosedown. A Severe Turbulence Mechanical Check of the aircraft at that time revealed only minor damage.
The flight engineer on the outbound flight to Mexico City noted that the PTC failed to check on the ground. Pilot/Engineer Harry Idol, age 39, held airline transport pilot certificate No. Among the dead were American singer and actor Kenneth Spencer and Marie-Hélène Lefaucheux, a women's and human rights activist and member of the French delegation to the United Nations. File: /home/bq60o9f5vzd9/public_html/wikizero.com/application/views/page/index.php Change the target language to find translations.Copyright © 2012 sensagent Corporation: Online Encyclopedia, Thesaurus, Dictionary definitions and more. File: /home/bq60o9f5vzd9/public_html/wikizero.com/application/views/page/index.php The PTC actuator in the aircraft at the time of the accident had been installed Further, the Board believes it sees in the possibility of a partially extended PTC, an explanation for the many autopilot difficulties which remained, for the most part, uncorrected. There is an additional noteworthy element which is impossible to assess. The parts were examined and the condition noted by Board investigators. It was determined that the PTC was inoperative. In the work completed it has been shown that the simulator, without any pilot control inputs, can fly through the most severe National Severe Storms Project (NSSP) gust/draft history without excessive g excursions, large airspeed variations or great altitude changes but with, in many cases, large changes in pitch attitude. "The objects that were thrashing about the cockpit seemed to momentarily settle on the ceiling which made it impossible to trust ones senses although I had a feeling that we were inverted as my seat belt was tight and had stretched considerable. Computer S/N 268D, installed at the time of the accident, had been removed from various aircraft 15 times, beginning in April, 1960. His last proficiency check was accomplished on December 4, 1963, and his FAA first-class medical certificate was dated January 28, 1964. This level of force gradient is extremely lightThe report to his supervisors, and the testimony of a highly qualified FAA test pilot become significant here. The flight attendants, who were scheduled for a crew change, and the deplaning passengers at New Orleans indicated that this segment of the flight Following a normal U. S. Customs inspection of the aircraft and baggage, all passengers for the continuing flight boarded the aircraft. The fact that the engines were being operated in the reverse thrust regime is in itself indicative of an attempt by the crew to recover from a diving upset into a steep dive, attributed to the successful recovery to the use of a previous thrust which, in addition to providing drag forces, produces a noseup pitching moment. Eastern Air Lines Flight 304, a Douglas DC-8 flying from New Orleans International Airport to Washington Dulles International Airport, crashed on February 25, 1964. This system consists of an electrical computer, an electrical actuator, spring loaded linkages, and a mechanical indicator. Assuming impact to be as late as 0205:40, absolutely latest time, and later than the Board believes the accident occurred, it can be shown that the average climb speed could not have been less than about 250 knots. The aircraft was dispatched with a request that the crew check the PTC operation during the flight.