Any "Latest & Greatest" about Delta?
:-)
Joined APC: Feb 2007
Posts: 7,339
Interestingly, I combed through the Delta 747 manuals on DeltaNet and it looks like the Delta training manual has a procedure laid out as Carl states. The Boeing company manual does not, unless I missed it.
At the first realization that pitch is not controllable (even with full forward yoke pressure), roll hard to the left or right to point the lift vector on or even below the horizon (90 to 100 degrees of bank angle). This causes the nose to quickly fall below the horizon and airspeed to rapidly increase assuming you leave power at full. As airspeed increases, level the wings and accept that the nose will rapidly rise again.
Might work at 10,000 feet but I don't think you'd have enough room to perform a maneuver like that right after takeoff.
Gets Weekends Off
Joined APC: Apr 2013
Position: Retired AF/A320 FO
Posts: 326
We do this drill in C-17 for runaway pitch trim. It's tough to do with less than 200+ knts and some altitude to play with. Since the reaction would have needed to be so close to the ground and airspeed at takeoff speeds not sure you could keep it from stalling past 60 degrees bank or digging in a wing. I'm sure we'll do it in the sim shortly. The gear were still down and with the flaps probably in takeoff that would have been a factor to help and hinder as well.
Gets Weekends Off
Joined APC: Jan 2009
Position: Nice while it lasted
Posts: 326
A procedure such as Carl's might work in a "steady state" condition. However, if the cargo did come loose it was now free floating in the back. Who is to say it didn't all come crashing back forward as the nose fell through the horizon? Those guys never had a chance. RIP.
If you roll a widebody transport 90 degrees and drop the nose far enough below the horizon to make airspeed rapidly increase you would have to be trading quite a bit of altitude.
Might work at 10,000 feet but I don't think you'd have enough room to perform a maneuver like that right after takeoff.
Might work at 10,000 feet but I don't think you'd have enough room to perform a maneuver like that right after takeoff.
Right on. I know Carl thinks he is the man, but put him in that ship and he would be well on to his way to the scene of the accident.
Gets Weekends Off
Joined APC: Jun 2008
Posts: 3,716
Don't think that Carl was implying he was the "man, in fact his last paragraph says; "There's no way you can pull this off without the instant reaction that only comes from prior training and mental preparation. Assuming the crew never got this training, they sadly had no chance. Not saying with certainty this recovery technique would have worked in this condition, but it may have."
Sad deal!
Sad deal!
Carl
Again, I don't know if this would have worked for this incident since we don't know how bad the CG shift was, or even if there was a CG shift. I'm just saying it may have been a way to prevent a full aerodynamic stall. For me, even if my first cycle resulted in ground contact, I'd rather hit the ground in controlled flight because the airplane slides after it hits. In uncontrolled flight, the airplane wreckage is all in one area and nobody can survive those kind of G loads.
Carl
Gets Weekends Off
Joined APC: Aug 2010
Posts: 2,530
Why weren't those tires on this MRAPs removed or at least deflated?
MRAPs have run flat tires. Deflating them wouldn't do any good. As to removing them, That would take a lot of time and effort once they were loaded, only to reverse the process a few hours later.
In case anyone doesn't know what an MRAP is, it's the size of a 18 wheeler rig.
In case anyone doesn't know what an MRAP is, it's the size of a 18 wheeler rig.
Thread
Thread Starter
Forum
Replies
Last Post