MD87 down at Houston Executive, only 1 injury
11-09-2021, 06:39 PM
#21
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Juan Browne has a new video on his "blancolirio" channel up on this accident. He has second hand info from someone who spoke to the accident Captain. The Captain claimed when they went to rotate the yoke moved but the nose didn't come up so they had to do an abort past V1. The TR buckets were stowed because he instinctively stowed them after coming to a stop. Juan goes into some detail with schematics showing what he think happened.
https://youtu.be/iyZT79WaaSs
https://youtu.be/iyZT79WaaSs
11-10-2021, 06:58 AM
#22
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Originally Posted by AirBear
Juan Browne has a new video on his "blancolirio" channel up on this accident. He has second hand info from someone who spoke to the accident Captain. The Captain claimed when they went to rotate the yoke moved but the nose didn't come up so they had to do an abort past V1. The TR buckets were stowed because he instinctively stowed them after coming to a stop. Juan goes into some detail with schematics showing what he think happened.
https://youtu.be/iyZT79WaaSs
https://youtu.be/iyZT79WaaSs
https://en.wikipedia.org/wiki/Ameris...rs_Flight_9363
11-12-2021, 04:50 AM
#23
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11-12-2021, 06:31 AM
#24
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Originally Posted by JohnBoote
Those images of the actuating links appear identical to the damaged links from the previous accident.
11-12-2021, 07:23 AM
#25
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Originally Posted by rickair7777
Those images of the actuating links appear identical to the damaged links from the previous accident.
11-12-2021, 04:12 PM
#26
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Originally Posted by 1wife2airlines
What's not identical is the description of the control column. This event has a locked column. the previous had a column that could be pulled all the way back. How could a jammed elevator due to the overcenter geared tab jam the mechanism to the control tab? Was the column free in the previous incident because only one elevator was jammed?
https://youtu.be/UTUPGUB8bKQ
11-12-2021, 05:21 PM
#27
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Originally Posted by AirBear
I wondered about that too when they said the control column didn't move. Juan Browne made an updated video with the NTSB info. He discusses whether this large of a jet should have been operated under FAR Part 125 vs. Part 91.
https://youtu.be/UTUPGUB8bKQ
https://youtu.be/UTUPGUB8bKQ
* A Flight Controls Limitation stating, Prior to every flight elevator surfaces must be confirmed as not jammed in the Trailing Edge Down (TED) position.
* A warning in the DC-9 Flight Crew Walk Around and MD-80 Exterior Inspection Procedures stating, Prior to every flight, elevator surfaces must be confirmed as not jammed in the Trailing Edge Down (TED) position. IF both elevators are faired with or above, the stabilizer surface confirmation is complete.
* A Flight Operations Bulletin providing background information, the new limitation and warning wording, and the following means for a flight crew to confirm elevators are not jammed trailing edge down. The bulletin also states if a flight crew cannot confirm elevators are not jammed trailing edge down, inspection of the elevators per the Aircraft Maintenance Manual is required before flight:
* Observe whether both elevator trailing edges are faired with or above the trailing edge of the stabilizer. If one or both elevators are not faired with or above the trailing edge of the stabilizer, a flight crew may:
* Contact ground personnel prior to pressurizing the hydraulic system, as procedurally required while accomplishing the BEFORE START checklist, and perform a coordinated check of elevator freedom of movement between the flight crew and ground personnel. Move either control column full forward until the ELEVATOR PWR ON light illuminates (elevators TED) and then check for any upward movement of the elevators as the control column is moved fully aft.
OR
* Pull a control column to the full aft stop prior to leaving the cockpit to conduct the preflight external inspection. The elevators may remain displaced and allow the pilot to confirm the elevators are aligned with, or above, the trailing edge of the stabilizer during the exterior inspection.
OR
* Perform an approved coordinated procedure between the captain and first officer, one pulling the column while the other observes movement of any elevator that is not faired or above the trailing edge of the stabilizer.
The DC-9 information was published in the Boeing DC-9 Flight Crew Operating Manual in Temporary Revisions 2-481 and 2-482 and also Flight Operations Bulletin 2-005 on 30 July 2020."
11-15-2021, 01:54 AM
#28
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11-15-2021, 09:18 AM
#29
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Originally Posted by 1wife2airlines
Maybe we should ask the crew if they meant wet or cured concrete. Could the column move but airloads on the control tabs with TED made it like wet concrete or was it a solid jam as in cured concrete.
Also possible that the altered geometry from the TED jam could have also jammed the tab linkages? But presumably they exercise the tabs during flight control checks?
Also remotely possible that the adrenaline caused them to misremember whether the column actually moved.
11-16-2021, 02:27 AM
#30
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Originally Posted by captjns
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