Re: Olson's Lie

["Barney" <spam@xxxxxx>]

what's that got to do with alarms?

"Robert L Bass" <no-sales-spam@bassburglaralarms> wrote in message
news:8IydnRO7ypQXk1rYnZ2dnUVZ_t-mnZ2d@xxxxxxxxxxxxxx
> Besides the utter absurdity of Olson's tale of aerobatics in a "borrowed"
> 737 airplane, there are a few things which he (having never been a pilot)
> got totally wrong.
>
> He claimed that the airplane was moving at a relatively slow speed (after
> I pointed out that a rudder "hard-over" at flight speed would likely have
> damaged the rudder control unit.  The following is from a report of "The
> Flight Control Engineering and Test Evaluation Board (ETEB)" after they
> tested the problem with 737 rudder operation.
>
> "3 March 1991, UA585, a 737-200Adv crashed on approach to Colorado
> Springs. The aircraft departed from controlled flight approximately 1,000
> feet above the ground and struck an open field."
>
> "8 Sep 1994, US427, a 737-300 was approaching Philadelphia Runway 28R when
> ATC reported traffic in the area, which was confirmed in sight by the
> First Officer. At that moment the aircraft was levelling of at 6000ft
> (speed 190kts) and rolling out of a 15deg left turn (roll rate 2deg/sec)
> with flaps at 1, the gear still retracted and autopilot and auto-throttle
> systems engaged. The aircraft then suddenly entered the wake vortex of a
> Delta Airlines Boeing 727 that preceded it by approx. 69 seconds (4,2mls).
> Over the next 3 seconds the aircraft rolled left to approx. 18deg of bank.
> The autopilot attempted to initiate a roll back to the right as the
> aircraft went in and out of a wake vortex core, resulting in two loud
> "thumps". The First Officer then manually overrode the autopilot without
> disengaging it by putting in a large right-wheel command at a rate of
> 150deg/sec. The airplane started rolling back to the right at an
> acceleration that peaked 36deg/sec, but the aircraft never reached a wings
> level attitude. At 19.03:01 the aircraft's heading slewed suddenly and
> dramatically to the left (full left rudder deflection). Within a second of
> the yaw onset the roll attitude suddenly began to increase to the left,
> reaching 30deg. The aircraft pitched down, continuing to roll through
> 55deg left bank. At 19.03:07 the pitch attitude approached -20deg, the
> left bank increased to 70deg and the descent rate reached 3600f/min. At
> this point, the aircraft stalled. Left roll and yaw continued, and the
> aircraft rolled through inverted flight as the nose reached 90deg down,
> approx. 3600ft above the ground. The 737 continued to roll, but the nose
> began to rise. At 2000ft above the ground the aircraft's attitude passed
> 40deg nose low and 15deg left bank. The left roll hesitated briefly, but
> continued and the nose again dropped. The plane descended fast and
> impacted the ground nose first at 261kts in an 80deg nose down, 60deg left
> bank attitude and with significant sideslip. All 132 on board were
> killed."
>
> "In 1996 the crew of an Eastwind Airlines flight 517 briefly lost control
> of their 737 as they approached Richmond, Va."
>
> "Mar 1999 - The NTSB release a report that says although there was no hard
> physical evidence, both crashes were probably caused by an abrupt rudder
> movement that... sent the planes spiralling into an uncontrollable dive."
>
> "At the point of the USAir 427 upset, the aircraft was configured at Flaps
> 1 and 190kts, which combined with the g of the attempted recovery
> manoeuvre would have made recovery almost impossible."
>
> "...in 1984, Boeing found that at a speed of 190 knots and the flap-one
> setting, the plane could not overcome a full rudder deflection by using
> the ailerons, as would normally be the case."
>
> "During the study, the ETEB brought in 10 flight crews from 4 airlines on
> 737s to 'fly' the simulator connected to the fin rig. They used the
> existing recovery procedures to deal with about 40 different rudder
> failure modes. They found, as expected, that any rudder hardover while
> taking off or landing, moving slowly and at low altitude, would be
> catastrophic. And they found that these pilots, who fly the 737s routinely
> for airlines and had normal training, performed poorly in trouble-shooting
> rudder problems."
>
> "The major finding of both reports is that the Boeing 737 rudder control
> system has numerous potential failure modes that represent an unacceptable
> risk to the travelling public. The ETEB found dozens of single failures
> and jams and latent failures in the 737 rudder system, in addition to the
> single point of failure we identified in our accident report, that can
> result in the loss of control of the airplane."
>
> In simple terms, if Olson ever tried what he claimed, he'd be dead.
>
>
>