crash to separation of the rudder from the aircraft following large
rudder sideloads immediately after encountering a vortex created by
another aircraft.
larry
>From http://www.ntsb.gov/Recs/letters/2002/A02_01_02.pdf
The investigation is still examining many issues, including the adequacy of the
certification standards for transport-category airplanes, the
structural requirements and integrity of the vertical stabilizer and
rudder, the operational status of the rudder system at the time of the
accident, the adequacy of pilot training, and the role of pilot
actions in the accident. It must be emphasized that, at this time, the
Board has not yet determined the probable cause of the accident.
Further, the Board is not aware of any prior events in which rudder
movements have resulted in separation of a vertical stabilizer or
rudder. Nonetheless, the investigation has revealed this safety issue,
which should be immediately addressed.
Before the separation of the vertical stabilizer and rudder, flight
587 twice experienced
turbulence consistent with encountering wake vortices from a Boeing
747 that departed JFK
ahead of the accident aircraft. The two airplanes were separated by
about 5 (statute) miles and 90 seconds at the time of the vortex
encounters. During and shortly after the second encounter, the flight
data recorder (FDR) on the accident aircraft recorded several large
rudder movements (and corresponding pedal movements) to full or nearly
full available rudder deflection in one direction followed by full or
nearly full available rudder deflection in the opposite direction.
The subsequent loss of reliable rudder position data is consistent
with the vertical stabilizer
separating from the airplane. The cause of the rudder movements is
still under investigation.
Among the potential causes being examined are rudder system
malfunction, as well as flight crew action.
Preliminary calculations by Safety Board and Airbus engineers show
that large sideloads
were likely present on the vertical stabilizer and rudder at the time
they separated from the
airplane. Calculations and simulations show that, at the time of the
separation, the airplane was in an 8� to 10� airplane nose-left
sideslip while the rudder was deflected 9.5� to the right. Airbus
engineers have determined that this combination of local nose-left
sideslip on the vertical stabilizer and right rudder deflection
produced air loads on the vertical stabilizer that could exceed the
airplane's design loads. The Board notes that, at the time the
vertical stabilizer and rudder separated from the airplane, the
airplane was flying at 255 knots indicated airspeed (KIAS), which is
significantly below the airplane's design maneuvering speed of 273
KIAS.
On Fri, 3 Sep 2004 13:29:30 -0400, Michael Dinowitz
<[EMAIL PROTECTED]> wrote:
> Maybe it was taken down. It's a conspiracy. :)
> Actually, it may well have been. I was watching the news the other night
> (tuesday) and there was a breaking report on channel 11 about nerve gas
> detected in Jersey (first test positive, second test inconclusive). No other
> channel mentioned it, channel 11 didn't follow up on it, no newspapers
> mentioned it, nothing. Either it was ignored or silenced.
> Could be the same here. Either it's true and being removed or it's false and
> being ignored.
>
> _____
>
> Interesting, when I went to the National Post site, that was
> referenced in the article on debka.com, I found no mention of this
> article.
>
> larry
>
> On Fri, 03 Sep 2004 12:17:44 -0400, Michael Dinowitz
> <[EMAIL PROTECTED]> wrote:
> > Nov. 13, 2001 Air Crash over New York Was Work of Al Qaeda Suicide, Says
> Canadian Intelligence
> >
> > http://debka.com/article.php?aid=897
> >
> >
> _____
>
>
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