Originally Posted by
Cornish Jack
Sims and real life ... again!
WV's suggestion to roll the aircraft to stop a nose-high overpitch stemmed from the ACTUAL incident (which he referenced in the video) of a Tristar out of LAX or SFO (?) which entered uncontrollable nose-up pitch. The Capt used roll-off turns and differential thrust, 1&3 v 2. to get enough control to SAFELY get on the ground. As he pointed out, it isn't taught in the text books but it works!
The incident you are referencing was Delta Air Lines Flight 1080:
https://en.wikipedia.org/wiki/Delta_...es_Flight_1080:
"During the takeoff, the L-1011's left elevator became stuck in a fully upwards position, leading to the aircraft pitching up aggressively and causing the aircraft to lose speed and nearly stall. The pitching force, unable to be overcome by fully pushing the control column down, was counteracted by reducing the thrust on the L-1011's wing engines but not the tail engine. The differential thrust pitched down the nose of the airliner and allowed the pilots to land the aircraft."
As you see from the report, the aircraft was recovered mainly using differential thrust and not by rolling the aircraft to reduce the pitch attitude. I think WV overemphasized the use of rolling the aircraft to control the pitch up...you can read the pilot's summary here and roll is not mentioned:
https://www.tristar500.net/library/flight1080.pdf