Originally Posted by
Judd
It seems both aircraft were porpoising before going in. Is it possible the crews were trying to overcome excessive aerodynamic loads on the stabiliser which had gone towards the forward limit, after cutting electrical power to the stab trim motor and were now trying to wind manual trim during the unloading maneuver called roller coasting? See extract from a Boeing 737-200 PTM date 1982 and migrated from Tech Log
Extract from the Boeing 737-200 Pilot Training Manual February 1982 page 04.80.31. Edited for brevity
Runaway and Manual Stabiliser - Recovery from Severe Out-of-Trim
"In an extreme nose-up out-of-trim condition, requiring almost full forward control column, decelerate, extend the flaps and/or reduce thrust to a minimum practical setting consistent with flight conditions until elevator control is established. Do not decrease airspeed below the minimum maneuvering speed for the flap configuration. A bank of 30 degrees or more will relieve some force on the control column. This, combined with flap extension and reduced speed should permit easier manual trimming.
If other methods fail to relieve the elevator load and control column force, use the "roller coaster" technique. If nose-up trim is required, raise the nose well above the horizon with elevator control. Then slowly relax the control column pressure and manually trim nose-up. Allow the nose to drop below the horizon while trimming. Repeat this sequence until the airplane is trim.
Will it worked in such time critical at 1000 ft with 360 knot airspeed with extreme full down trim?
maybe neutralized with up with column electrical trim first than kill the 2 switches like jt043. It’s already proven