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Houston MD-87 Overrun NTSB Update

The NTSB issued a preliminary factual report on the runway overrun of a Boston-bound MD-87 in Houston. Although the report is not intended to identify cause or fault, it directly suggests that it is strikingly similar to a 2017 incident that was judged to be caused by damage to the elevator caused by storm winds in excess of design loads. Such damage would be virtually impossible for the crew to detect prior to attempting to rotate the aircraft. Quick action by the flight crew to abort even… ( 更多...

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bentwing60 18

Best info I have seen yet: credit, Blancolirio, aka Juan Browne. Great site and insight, he pegged this early, and Is one of the sharper tools in the shed! Thanks for your service.
linbb 6
This is real strange no control movenet checks were made prior to engine start or any other time?
boughbw 2
I thought one recommendation that came out of the Ameristar 9363 accident was a requirement to check the elevators after a DC-9 series aircraft had been parked outdoors for an extended period of time or if there had been significant wind (such as might accompany a thunderstorm) since it had been previously flown. I could be wrong. But that would probably have prevented this accident.
Gary Bain 1
It was flown from the airlane's based airport to the one where the accident took place. I believe it was on the same day as the accident.
bentwing60 2
Before the accident flight, the airplane had been parked on the ramp at YIP for 2 days near
a large hangar, and the elevators (which, by design, did not have gust locks) were exposed to high,
gusting surface wind conditions.
boughbw 1
I had wondered about this. Thank you for the info. If you look at Google Maps, you can see they have this plane parked at this airport. I had wondered how much usage it got.
Mike Klein 3
I was wondering the same thing after the original report; don't we all wiggle the controls during runup prior to takeoff?
Terry Welshans 7
The control cables operate the elevator trim tabs, not the control surface. The trim tab moves the elevator and there is no direct connection between the control cable and the elevator. The only way to determine the elevator is stuck is to operate it by hand from a raised work platform.
I read somewhere that at least some crews would nudge the stick forward for a second once they had enough speed, then abort if they didn't feel the nose squat down momentarily as a result.

Whoever mentioned it didn't specify whether it was something particular to their airline or just something they did, but either way it's not too surprising if these pilots had never heard of it.
Gregg Bender 1
That's what I was taught anyway. "Left, right, up, down."
boughbw 2
Kudos to the NTSB for getting this information out fairly quickly. It's right at one month since the accident -- breakneck speed for a bureaucracy.
Haven Rich 1
We move all the flight controls and their relative surfaces during our preflight inspections after removing gust locks on our gliders and towplanes. Hard to do on a big plane with a T-tail out of reach! Amazed that this has not been an issue long since dealt with.
Brent Fritzke 1
I can not understand why in the air industry they doesn't make use of video cameras for wing surfaces, visualize moving parts etc. There is no excuse with today's technology not to adapt it. It is relatively inexpensive. I am in the agriculture and cameras are used extensively to monitor all kinds of things.
Jesse Carroll 2
Have Been saying that for years.
We can land on the Moon and Mars but can't put cameras on planes.
Every new cR HAS THEM NOW!
jeff slack 1
Have a look at this video of the roll where the outboard engine blasts a puff of smoke as the roll starts.

[This poster has been suspended.]

srobak 1
that kind of exhaust visual is never irrelevant.
David Beattie 3
Thank you professor!


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