eastern airlines flight 304

Detailed examination of all structure recovered revealed no evidence of in-flight fire, explosion, or structural failure. There was no observation of winds aloft at New Orleans because of the overcast condition, however, the official USWB 0516 winds aloft observation at Burrwood, Louisiana, 70 miles southeast of New Orleans indicated. The co-pilot...had almost two million miles on his flight log. Attachment D has been constructed from available data, principally DC-8, by superimposing on the altitude required to recover from given dive angles (utilizing a 2-g recovery), the altitude lost in getting from level to these dive attitudes. 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. After being washed, all parts were then transferred to shuttle barges, and taken to a hangar at the New Orleans Lakefront Airport where a layout was made for further study. What would be of primary interest to the pilot and is of primary interest in this report is the fact that at lower speeds (220 knots) the airplane can under certain mistrim conditions exhibit low to neutral stick force per g and stick force versus elevator deflection, and at the higher climb speeds (310 knots) it can have very low speed-stability. List of accidents and incidents involving commercial aircraft, "Aircraft Accident Report: Eastern Airlines, Inc., Douglas DC-8, N8607, New Orleans, Louisiana, February 25, 1964", British Eagle International Airlines Flight 802. An aircraft's position can be estimated for up to 240 minutes after coverage has been lost. The rate of pitch would increase and my stick force would go to the opposite direction to check the maneuver." The result, of course, is that unless the pilot is familiar with this phenomenon, ​he will view the aircraft in his mind's eye as being in a less severe attitude than it really is, or he may allow the aircraft to stray farther in pitch Simply because his attitude instrument is presenting him with conservative data. It should be noted that while the stick force per g is light but at a reasonable level at 310 knots, it degenerates to about 13 pounds at 220 knots. Based on the evidence contained in the recovered horizontal stabilizer drive unit, and the tests performed by DACO, the Board concludes that the drive unit was installed by EAL maintenance personnel in September 1963, with the support bushing in the inverted position. However, it was found in flight testing subsequent to the accident that with the aircraft trimmed at 300 knots in an aft c. g. climb configuration with maximum continuous thrust (MCT), and the PTC inoperative, the slope of the stick force curve remained essentially zero as the aircraft accelerated to 390 knots. For the superscribed statement the Board relies on general consensus of opinion and on MIL-F-8785 (ASC) which specifies maximum and minimum gradients by formula. Aircraft N8607 arrived in Mexico City at 2212[1] on February 24, 1964. The problem now becomes one of dive recovery. Rather, they would have elected to return to New Orleans and would have made their intentions known to departure control. The flight engineer on the outbound flight to Mexico City noted that the PTC failed to check on the ground. He further pointed out, however, "The thing that is dangerous about a situation like this is a distraction. Other sprocket assemblies used for comparison showed bright polishing on the lower shaft where it fits into the lower bearing support bushing and showed polishing on the bottom sprocket hub where it rests on and is supported by this same bushing. A [United States] Coast Guard pilot said there were indications that the plane had exploded either in the air or on impact. On September 11, 1963, the stabilizer jammed in the full ANU position during a landing at San Juan, Puerto Rico. Captain William B. Zeng, age 47, held airline transport pilot certificate No. Normally this amount of extension would have caused the indicator on the first officer's column to be partially extended. This condition persisted until we broke out on top at approximately 5,000 feet. He indicated, as did other test pilots, that neutral speed stability in itself does not pose a serious problem to the pilot, and, in fact, under normal flying conditions "…it is actually quite a pleasant airplane to fly…." However, it was disturbing to fly because one was never certain when a quick response might be needed. All 51 passengers and the crew of seven were fatally injured. produce marginal speed stability at speeds in excess of 300 knots. Investigation has revealed, however, that both of these conditions could not exist simultaneously since the old unit, DACO P/N 17989-2, and the new one, DACO P/N 17989-3, differed in configuration. It is logical to assume that the drive unit was functioning prior to departure from New Orleans since the crew would have to position the stabilizer for takeoff. This crew reported moderate to severe turbulence from lift-off to 9,000 feet. All 51 passengers and 7 crew were killed. The flight data recorder tape was too damaged to help the investigation. In this case, notwithstanding the unavailability of an operable PTC (the primary corrective measure for a jammed stabilizer), there were many avenues of trouble-shooting available to the crew, each and all of which would be time consuming: Operation of the trim switches on both control wheels, checking, pulling, and resetting circuit breakers; checking hydraulic quantity and pressure, trimming attempt with the secondary trimming devices, the "suitcase" handles, and use of the tertiary electric trim switch. Integration of the data produced the plot shown in Attachment B. This has since been corrected by the installation of an access panel in the nose wheel well. 22015-40 with ratings for DC-3, DC-4, DC-6/7, DC-8, Martin 202/404, Lockheed Constellation, and Lockheed L-188, and commercial privileges for airplane single engine land. A check into the maintenance records showed that on February 13, while the aircraft was on lease to EAL, the PTC actuator was replaced because of a failure of the installed unit, a new actuator was obtained by EAL from the owner's stock, and installed in the aircraft by EAL maintenance personnel at Kennedy International Airport. The indicator neutral position had also been displaced to indicate PTC retraction with 1/2 inch of actuator input into the system. Man characteristically is more adapted to a short period frequency of response about 0.6 to 0.7 cps, yet the industry is asking him to control under all tolerable situations a machine the natural frequency of which is 0.2 to 0.3 cps. Turbulence of varying degrees, small and large, was involved in each case, the aircraft pitch attitude, airspeed, and altitude varied greatly in both positive-negative or increasing-decreasing directions. Earlier the Board discussed the possibility of a partially or fully extended but inoperative PTC, and it should be pointed out here that this condition would Contribute to reduced maneuvering stability at lower Speeds but would improve to a small extent the Speed stability at the higher speeds. Once the upset occurred, it was not possible to trim the horizontal stabilizer back to the nose-up position, because of the severe G-forces generated by the crew's pulling back on the yoke after the upset.[3]. NEW ORLEANS, LOUISIANA There were five discrepancies on the continuous maintenance log: (1) Fuel totalizer reading wrong, (2) Outer pane center windshield heat inoperative, (3) No. He was a certificated flight instructor and also held flight engineer certificate No. There were no discrepancies in air-ground communications, except the failure ​of Flight 304 to contact the center. The facsimile profile indicates that at this time the flight should have accelerated to or near en route climb speed, traveled approximately 12 miles, and reached an altitude of about 4,000 feet. The diffuser and combustion cases of all four engines accordioned between the 3 and 9 o'clock positions, and the ejector assemblies were extended. The larger size of the stabilizer makes it approximately three times as powerful as the elevator, and therefore, about six degrees of up elevator is required to counteract the effect of an unwanted 2-degree AND stabilizer position. Likewise, this same pilot was at the controls during the development of a longitudinal upset in another DC—8. The flight attendants, who were scheduled for a crew change, and the deplaning passengers at New Orleans indicated that this segment of the flight ​was routine except for light to moderate turbulence experienced during the last 30 minutes. ​By presuming an acceleration after takeoff to speeds where stick forces against a jammed AND stabilizer would become noticeable and further hypothesizing some continued acceleration while trying to reactivate the stabilizer, say to 260 or 270 knots, one can account for the speed element necessary to place the aircraft near the region of the accident. The only determination made was that the unit was inoperative and an election was made to utilize the airplane in that condition until the following day. At least 32 of the passengers were making the through trip. These latter indications along with the discovered positions of the two irreversible-action stabilizer jackscrews reflect that the stabilizer drive unit had been operating in an abnormal condition over a period of time, then failed while being operated in an ANU direction from the full, or near full, AND position.

Nordstrom Store 808, Lydia Wilson Husband, Roman Candle Death, Tab S Teardrop Camper, Dr Who And The Daleks (1965 123movies), Mario Batali Veal Ravioli, Heart Still On Javelin Meaning,