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MD-87 hits fence after takeoff from TME. All passengers survive the crash.

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  • BoeingBobby
    replied
    Originally posted by Evan View Post

    But don't you miss doing that whole "Well, folks..." bit?
    Not at all!

    Leave a comment:


  • Evan
    replied
    Originally posted by kent olsen View Post
    Yep, when you get up to use the lav you don't have 20 people watching you.
    But don't you miss doing that whole "Well, folks..." bit?

    Leave a comment:


  • kent olsen
    replied
    Yep, when you get up to use the lav you don't have 20 people watching you.

    Leave a comment:


  • BoeingBobby
    replied
    [QUOTE=LH-B744 McDonnell Douglas MD-87. First flight October 1979.[/QUOTE]


    Yes sir, flying a cargo aircraft is entirely different than a passenger aircraft!
    Who is the A*****e here?

    Leave a comment:


  • LH-B744
    replied
    Originally posted by Evan View Post

    The MD-87 was produced between 1987 and 1992.
    This topic is not about your big dick knowledge base called Google. This topic in my eyes is about two MD-87 pilots who - what some men in this forum can't really imagine -
    managed not only to save their own lifes (!) ...

    Egoists always survive. But most of the time they only fly Cargo jets!

    PS: Sorry, Evan. We all know who I mean by Cargo jet pilot. But we both also know who is the Original, December 2008 vs June 2009...
    Bald ist ja wirklich Weihnachten!

    Due to that fact, since Nov 24 2021 (yesterday) I already end all of my written texts who I send to friends with the words
    Mit freundlichen vorweihnachtlichen Grüßen
    plus a Santa Claus animated *.gif smiley, who is really missing here in this forum (!) ...
    Click image for larger version

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    .. Ahm. The only mistake in this picture is, Santa Claus normally uses a Boeing 747 (!) .
    Last edited by LH-B744; 2021-11-25, 06:42. Reason: This average Florida 747 Cargo Bob ...

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  • LH-B744
    replied
    Originally posted by BoeingBobby View Post
    You mean to tell me that LH is wrong again? Say it isn't so.
    Hm. There always are people who still are not old enough to know that they always appear as an asshole, even if twice as old as me.

    Leave a comment:


  • BoeingBobby
    replied
    You mean to tell me that LH is wrong again? Say it isn't so.

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  • brianw999
    replied
    December 4 1986
    McDonnell Douglas launched development of the MD-87 on January 3 1985, following the placement of launch orders from Finnair and Austrian in December 1984. First flight took place on December 4 1986 and US FAA certification was granted on October 21 1987.

    Leave a comment:


  • Evan
    replied
    Originally posted by LH-B744 View Post
    A McDonnell Douglas MD-87. First flight October 1979.
    The MD-87 was produced between 1987 and 1992.

    Leave a comment:


  • LH-B744
    replied
    Hm. I always like weblinks who are provided by avherald, or The New York Times, or something which is as good as The New York Times .

    As this case seems to have happened one or two nautical miles away from NYC, we should probably ask a newspaper which is a little bit closer to Houston TX . My only problem is, I've never been to Houston TX .
    So, on a first attempt, I really found another source from NYC:

    https://nypost.com/2021/10/19/plane-...n-one-injured/

    A McDonnell Douglas MD-87. First flight October 1979. First of all, it was hard for me to believe that an a/c type who really is ten years older than my avatar (B744 inauguration February 1989)
    appears in a topic
    which has been started in October of the year 2021.

    As the MD-87 was produced until 1999, I don't have a doubt that this jet could have been perfectly maintained. As far as I know, our LH B747s have an expected lifetime of 25 years,
    when picked up at the factory in brand new condition.

    So I assume that the age of the MD-87, built in the year x (?), was not the problem.

    Telediagnosis, 4000 nautical miles away. Only assumptions here on my side.

    21 survivors, of 21 souls on board. That really seems like a miracle when I look at the pictures.

    Leave a comment:


  • Evan
    replied
    Originally posted by Gabriel;

    I agree with you, Evan, an EAD is in order. Give the pilots a broom with a long stick to move the elevators as part of the pre-flight checks.
    Or at least MANDATE a pre-service check whenever a parked MD has been exposed to potential gusts exceeding 50 kts. Although I think a design change to the dampers would be a fine idea.

    Also, maybe not having a 20ft tree on the extended centerline that close to the threshold would be a clever idea. I mean, where you CAN clear obstacles, maybe you should think about doing that.

    Leave a comment:


  • Gabriel
    replied
    One thing is puzzling though: The report states: "At the rotate callout, the captain tried to pull back on the control column but indicated that it felt like it was “in concrete.”
    Yes, that's strange, since the NTSB says that the damage was found in the linkage of the geared tabs and not in the control tabs.

    Using a lift to access the elevators, investigators found that the airplane’s left and right elevators were jammed in a TED position and could not be moved when manipulated by hand. Both inboard actuating cranks for both elevator’s geared tabs were bent outboard, and their respective links were bent (see figures 5) Further, both actuating cranks and links were found locked in an overcenter position beyond their normal range of travel.
    SO it was indeed an almost exact repeat of the Ameristar accident (except that Ameristar had a much longer runway and a more friendly overrun area).

    I agree with you, Evan, an EAD is in order. Give the pilots a broom with a long stick to move the elevators as part of the pre-flight checks.

    Leave a comment:


  • Gabriel
    replied
    The airplane reached a maximum speed of about 158 knots before decelerating. The operating parameters appeared normal on both engines and matched throughout the recording.
    Well, that settles that part.

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  • Evan
    replied
    Originally posted by Gabriel View Post

    I don't think it was the same issue because the elevator (at least o1 side) would be stuck in the full nose-down position, which doesn't seem to match what we see in the pictures. Unless it unstuck during the accident sequence. But I have already heard reports (rumors) of the pilot saying that they reached Vr and the plane would not rotate from 3 different sources, including one the same day of the accident. Note that the Ameristar situation is not the only reason why a plane may fail to rotate.
    There's your smoking gun I think (from the NTSB report):

    Click image for larger version  Name:	Screen Shot 2021-11-11 at 12.32.06 AM.png Views:	0 Size:	248.5 KB ID:	1127092

    One thing is puzzling though: The report states

    At the rotate callout, the captain tried to pull back on the control column but indicated that it felt like it was “in concrete.”
    According to Blancolirio, since the yoke is only moving the control tab, an elevator jam should not be felt on the control column. But I think this a jammed tab link physically linked to the control tab?

    And did the crew fail to check the control column movement prior to takeoff?

    Leave a comment:


  • flashcrash
    replied
    Originally posted by Evan View Post

    Determining the state of those geared links would take the NTSB about ten minutes since the tail is perfectly intact. So why no announcement
    Latest on the NTSB investigation:

    Leave a comment:

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