wsherriff
13th Jul 2009, 18:43
NORTHWEST AIRLINES, INC.
Boeing 720B, N724US
near Miami, Florida
February 12, 1963
Page 16 Quote:
"The ultimate effect of an updraft is an altitude and noseup attitude increase." (In a swept wing aircraft design)
However, the investigators then, and to this day, are not aware that this nose high movement is not accompanied by any increase in G force! It is a strictly mechanical attitude transition, with no flight control input and no loss of kinetic energy! The aircraft continues on its projected flight course in this attitude, on the same orbit untill it reaches the boundary of the updraft and resumes normal relative wind conditions. (The updraft can be up to 15 miles in diameter, NASA)
The increase in noseup attitude increases the AOA and the Flight Envelope Protection Program acts to avoid, what the program sees as a potential stall, by initiating a radical pitch over into a dive attitude! Note: This attitude transition occurred twice in the Qantas 72 incident! This radical pitchover projects the unbelted passengers up into the ceiling of the aircraft with numerous injuries and a number of fatalities!
Further studies must be done to determine the efficacy of this program and the possible complicity in the following incidents and accidents.
The Buffalo, NY accident, Marine F-18 crash into a house near Mira Mar Air Station, San Diego, Air France 447, Qantas 72, and United 826 etc.
Note:
The BOEING 720B is eight feet shorter than the B 707, leading to an increased nose high attitude and AOA in the pitchup! A Mandatory disconnect of the Flight Envelope Protection Program should be ordered until further investigation clears this program from complicity in the many recent incidents and accidents!
The author has experienced a pitchup in a B707 in the tops of building thunderstorms!
Boeing 720B, N724US
near Miami, Florida
February 12, 1963
Page 16 Quote:
"The ultimate effect of an updraft is an altitude and noseup attitude increase." (In a swept wing aircraft design)
However, the investigators then, and to this day, are not aware that this nose high movement is not accompanied by any increase in G force! It is a strictly mechanical attitude transition, with no flight control input and no loss of kinetic energy! The aircraft continues on its projected flight course in this attitude, on the same orbit untill it reaches the boundary of the updraft and resumes normal relative wind conditions. (The updraft can be up to 15 miles in diameter, NASA)
The increase in noseup attitude increases the AOA and the Flight Envelope Protection Program acts to avoid, what the program sees as a potential stall, by initiating a radical pitch over into a dive attitude! Note: This attitude transition occurred twice in the Qantas 72 incident! This radical pitchover projects the unbelted passengers up into the ceiling of the aircraft with numerous injuries and a number of fatalities!
Further studies must be done to determine the efficacy of this program and the possible complicity in the following incidents and accidents.
The Buffalo, NY accident, Marine F-18 crash into a house near Mira Mar Air Station, San Diego, Air France 447, Qantas 72, and United 826 etc.
Note:
The BOEING 720B is eight feet shorter than the B 707, leading to an increased nose high attitude and AOA in the pitchup! A Mandatory disconnect of the Flight Envelope Protection Program should be ordered until further investigation clears this program from complicity in the many recent incidents and accidents!
The author has experienced a pitchup in a B707 in the tops of building thunderstorms!