Sponsor Message:
Aviation Technical / Operations Forum
My Starred Topics | Profile | New Topic | Forum Index | Help | Search 
DC-10 Engine Out Procedures  
User currently offlineB1C17L1011 From United States of America, joined Jun 2001, 96 posts, RR: 0
Posted (12 years 3 weeks 3 days 12 hours ago) and read 2464 times:

I was reading a report about the AA DC-10 crash in 79, and it stated that the pilot followed the engine out procedures of pitching up and slowing the aircraft down to V2+6 or 159 knots. The cause of the crash aside, this surprised me as I thought it would be prudent to flatten out the angle of attack and gain as much speed as possible to avoid a stall. Can anyone elaborate on this for me.


B1C17L1011

7 replies: All unread, jump to last
 
User currently offlineRick767 From United Kingdom, joined Jan 2000, 2662 posts, RR: 51
Reply 1, posted (12 years 3 weeks 3 days 11 hours ago) and read 2438 times:

The procedure is to reduce to V2 plus a safety margin as this speed will result in the best climb angle. There is no risk of a stall at such speeds, the problem with the DC-10 incident was that physical separation of the engine took the leading edge slats with it I recall.


I used to love the smell of Jet-A in the morning...
User currently offlineXFSUgimpLB41x From United States of America, joined Aug 2000, 4229 posts, RR: 37
Reply 2, posted (12 years 3 weeks 3 days 7 hours ago) and read 2388 times:

Rick767 is correct... if lost in the first 1000 feet you maintain to V2+10, or whatver you have above V2 (not to exceed above +10) to give the best climb angle. At 1000 AGL you select vertical speed to zero to accelerate the airplane and clean it up.

The reason the DC-10 in 79 crashed is because the engine took the slats with it. The crew had no idea what happened. The engine separated b/c the mechanics mounted the engine wrong.



Chicks dig winglets.
User currently offlineBlatantEcho From United States of America, joined Sep 2000, 1923 posts, RR: 1
Reply 3, posted (12 years 3 weeks 3 days 2 hours ago) and read 2349 times:

to further what XFSU said, the #1 engine didn't literally take the slats with it.

From http://www.airdisaster.com/cgi_bin/view_details.cgi?date=05251979&airline=American+Airlines

"The aircraft crashed on takeoff from Chicago O'Hare. During rotation, the no.1 engine separated from the wing, tearing out vital hydraulic lines. The loss of the no.1 electrical generator disabled the slat disagreement system, and the aircraft rolled over as the left-side slats retracted causing that wing to stall."

Nothing the crew could do  Sad

George




They're not handing trophies out today
User currently offlinePositive rate From Australia, joined Sep 2001, 2143 posts, RR: 1
Reply 4, posted (12 years 3 weeks 2 days 23 hours ago) and read 2325 times:

Actually the crew could have saved the aircraft if only they had recognised the onset of the left roll to be a stall. Because of left wing slat retraction the stalling speed increased and the left wing stalled and dropped thus initiating the left roll. If the flightcrew had recognised this left roll to be a stall they could have applied forward elevator and possibly accelerated out of the stalled condition(was demonstrated in the simulator after the crash). If the crew had maintained excess airspeed, even as little as V2+10 kts the accident might not have occured. But the engine seperation took away electric also so the stick shaker stall warning device was inoperative.

User currently offlineXFSUgimpLB41X From United States of America, joined Aug 2000, 4229 posts, RR: 37
Reply 5, posted (12 years 3 weeks 2 days 21 hours ago) and read 2308 times:

The airplane was too heavy for the V2+10 to keep it from stalling... e.g. on a heavy DC-10 at 580,000 pounds or so minimum clean speed is around 267 knots... it will stall around 230 knots. That airplane probably would have needed to have nosed over and accelerated to around 215 knots or more- an instinct very contrary to engine out training just after liftoff and in the first phase of climb.

Hindsight 20/20 in this case could save them... but would you really have thought that your engine had separated and slats had retracted when it happens that fast?





Chicks dig winglets.
User currently offlineXFSUgimpLB41X From United States of America, joined Aug 2000, 4229 posts, RR: 37
Reply 6, posted (12 years 3 weeks 2 days 21 hours ago) and read 2312 times:

On a sidenote.... does anyone know if they got a disagree light because of the slats? That is really the only indication that could have saved them that I can think of.


Chicks dig winglets.
User currently offlinePositive rate From Australia, joined Sep 2001, 2143 posts, RR: 1
Reply 7, posted (12 years 3 weeks 2 days 16 hours ago) and read 2287 times:

In Air Disaster Volume 2 it says that the crew would probably have got some stall buffet through the control columns also at the time the left wing stalled but this would have been masked due to the high winds in the area producing moderate turbulence.

Top Of Page
Forum Index

Reply To This Topic DC-10 Engine Out Procedures
Username:
No username? Sign up now!
Password: 


Forgot Password? Be reminded.
Remember me on this computer (uses cookies)
  • Tech/Ops related posts only!
  • Not Tech/Ops related? Use the other forums
  • No adverts of any kind. This includes web pages.
  • No hostile language or criticizing of others.
  • Do not post copyright protected material.
  • Use relevant and describing topics.
  • Check if your post already been discussed.
  • Check your spelling!
  • DETAILED RULES
Add Images Add SmiliesPosting Help

Please check your spelling (press "Check Spelling" above)


Similar topics:More similar topics...
DC-10 Engine Vent Question. posted Thu May 26 2005 18:32:35 by Bruspotter
DC 10 Engine Noise During Takeoff posted Wed May 12 2004 23:32:11 by Gopal
DC-9 & DC-10 Engine Questions? posted Thu Sep 18 2003 21:30:56 by Mr Spaceman
DC-10 Engine Intake Vapour? posted Wed Jul 11 2001 20:00:55 by Mr Spaceman
DC-10 Engine Tilt posted Tue Aug 22 2000 05:12:48 by Airbpman
DC-10 And L-1011 Tail Engine Designs And Mounts posted Wed Jan 5 2005 13:21:24 by Thrust
DC-10/MD-11 Center Engine Thrust posted Thu Nov 4 2004 08:18:55 by BrodieBrazil
DC-10-30 Engine Question. posted Tue Feb 24 2004 21:46:33 by Jkw777
DC-10/MD-11 Engine#2 posted Mon Aug 11 2003 04:11:58 by N243NW
DC-10-10 Engine Exhaust Structure posted Tue Jul 16 2002 07:53:37 by Justplanesmart

Sponsor Message:
Printer friendly format