The dual sprocket assembly was replaced, but the rivets sheared again during the ground test operation. The 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. There was testimony at the hearing and depositions about whether these stability aspects were within the requirements of the Civil Air Regulations and much was made over the fact that the regulations do not address themselves to stability in the event of a mistrimmed condition or a system malfunction. One very interesting aspect in the leased aircraft occurrence was the discovery that one elevator control tab had been rigged in such a manner that it partially offset the effect of the PTC extension, i. e., the compensating stabilizer deflection moved the controls into or toward Area B (Attachment C), and the tab rigging tended to shift them back toward Area A, but to a lesser degree. The water was only 20 feet (6Â m) deep, yet only 60 percent of the wreckage was recovered because the breakup was so extensive.
Pilots commented that nosedown trim was required following takeoff to the point that the warning light was illuminated. The first fuselage bending frequency is 3.78 c. p. s. During the investigation the Board discovered several incidents of misrigging in the longitudinal control systems of other DC-8 aircraft, including some from other airlines. However, since the test rig had no means to introduce appropriate air loads, neither the torque forces required to start and sustain rotation of the unit, nor that actual rate of drive were realistic when compared with the normal design values.
Instead, investigators used the maintenance records of the crashed aircraft and of other DC-8s, to conclude that the pilots had trimmed the horizontal stabilizer to the full nose-down position, to counter the excessive nose-up attitude that, in turn, was caused by a malfunctioning pitch trim compensator that had extended too far. Integration of the data produced the plot shown in Attachment B. In his testimony he described that test, "…we left the PTC extended and that was at approximately 220 knots and I trimmed… two degrees aircraft nosedown. 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. A pertinent portion of that report states: "While the Board was still actively investigating this accident and, later, while awaiting the results of pertinent test, study, and research programs, several incidents and other accidents occurred under conditions bearing some similarity to the conditions associated with this accident. The three rivets attaching the lower sprocket to the assembly sheared circumferentially from loads applied in the ANU direction, but the needle bearings from this sprocket scored the shaft axially as the sprocket and shaft separated. Investigation has revealed, however, that both of these conditions could not exist simultaneously since the old unit, DACO P/N 17989-2, and the new one, DACO P/N 17989-3, differed in configuration.
", In further attempts to assess the Combination of turbulence and handling characteristic elements of the man-machine-environment triangle, the Board found two other discussions by the research pilot significantly important. The indication of stabilizer position is provided by fore and aft movement of a small "bug" along a scale on the left side of the center console. The aircraft crashed at 14.5 miles on the 034-degree radial, in Lake Pontchartrain. Our service is currently available online and for your iOS or Android device. Their reported dated May 29, 1964, indicated that while full stabilizer trim capability existed, a comparable wear pattern was reproduced on the test assembly.
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