Against the argument that the PTC actuator had been in the aircraft for 10 months, and therefore, any irregularities would have been detected much earlier, the Board offers two comments. Of particular interest is NASA's finding that pilot Workload, flight deck acceleration environment, aircraft characteristics, instrumentation displays, and piloting technique can all be factors in precipitating upsets in some cases. The Board, however, submits that whether the aircraft under these conditions is in fact unstable or just feels that way to an experienced test pilot is a difference unworthy of further discussion. His FAA first-class medical certificate was dated September 23, 1963.

The aircraft computed takeoff gross weight of 213,871 pounds was less than the 215,000 maximum allowable for the airport, and the center of gravity (c. g.) of 25.2 percent was within the allowable limits of 16.5 to 32 percent. As my briefcase was on the ceiling, I looked up and through the overhead (eyebrow) window and felt that I was looking down on the top of a cloud deck.
At this time both controllers had lost radar contact.

Applying the formula to the DC-8, the stick force per g values are a maximum of 80 and a minimum of 30 pounds.EAL, DC-8, N8607, at Dulles International Airport, August 20, 1963.Speed or static stick-free stability is the measure of the aircraft's ability to return to trim speed if momentarily disturbed to a lesser or greater speed. One incident involved an aircraft leased by EAL from January 15, 1964, through March 4, 1964. One fatality, a passenger who initially survived the crash but died 9 days later, was officially recorded by the NTSB as a "nonfatal" injury. The freezing level at the accident site would have been at 9,000 feet. The Board recognizes that the reported test flight was made in a non-instrumented (for test work) aircraft and also, that all available data indicate a positive, though week, stick force gradient. He had a total pilot time of 19,160 hours, including 916 hours in the DC-8. The rear pressure bulkhead of N8607 was not available for examination so the Board must rely solely on maintenance records which show that this area was cleaned a week before the accident. In other words, the pilot, finding his aircraft in an excessively nose-high attitude, pushes the column forward and, when the aircraft does not respond to his satisfaction, he also actuates the trim switch. It should be noted that none of these factors in itself constitutes a hazard or even a serious situation, however, several or all of them in combination could create conditions under which control of the aircraft could be lost, partially or completely. He was restored to flying status on November 21, 1963, and flew 214 hours on 20 separate trips since then.

On September 11, 1963, the stabilizer jammed in the full ANU position during a landing at San Juan, Puerto Rico. The crash of Eastern Air Lines Flight 212 was a controlled flight into terrain of a McDonnell Douglas DC-9 during approach to Charlotte Douglas International Airport in North Carolina. He then suddenly finds the aircraft responding more rapidly than he anticipated, and thus motion could also have been aggravated by a gust reversal which becomes additive to the elevator and stabilizer inputs. A pertinent portion of that report states: "While the Board was still actively investigating this accident and, Some of the preliminary results of the extensive NASA intercenter rough air penetration studies were of considerable assistance to the Board in its assessment of both the Miami accident and this one.

Consequently, the Board has focused on the possible reasons for the stabilizer position and the attendant conditions produced by this setting. Two discrepancies involved yaw, six referred to longitudinal control problems, and three reported automatic disconnects.

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.

Third, the failure to recover the pertinent portion of the flight recording tape eliminated perhaps the best means of accurately defining the final phases of Flight 304.

No inspection of the actuator position or operating capability of the indicator system was made.

China Eastern Airlines responded that the failure was mostly liked related to the weather.

The radar target was identified five miles north of the New Orleans VORTAC, and a radar handoff was effected at 0202.38. Most of the pilot's stick forceThe nosedown pitching moment encountered in high speed flight is offset in the DC-8 by the Pitch Trim Compensator (PTC) system which applies noseup control through the elevator system.


According to his …


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