wrote in
:

On Mar 15, 7:57*pm, Bertie the Bunyip wrote:
"Bob F." wrote
innewsradndOZJqc580HanZ2dnUVZ_qOk
:

Yes, you learn a lot about Dutch rolls real quick. *...and I did
experience a elevator hydraulic cylinder stall once in a 707. *That
was an experience.

Ouch. I didn't know they had hydraulics on the elevator. I thought
the 707
*
was all tab control except the rudder.
I had a pitch problem in an A300 at about FL190 once. That was pretty
exciting, but since it was the automatics that caused it we were able
to disconnnect and get it all back under control. Scared the crap out
of us. We thought we had something on the airframe come loose and
cause the pitch

problems. Nothing else made sense until we got down and maintenence
diagnosed the problem. We got a mach buffet recovering (2.5 G) but of
course that part of it wasnt too dramatic because of the relatively
low altitude. It would have been a different story at 330 ( the 'Bus
was not good at altitude)

Bertie

2.5 G ... that would be something new in the passenger cabin. Get any
screams or spilt coke?


Nope, no pax on that flight.

the airplane had just come off a heavy check. A 'D' Check which is nigh
on a complete rebuild. It was a cluster**** of certification, paperwork
and miscomunication that caused the problems. For one thing the airplane
had had a complete refit of all it's control surface bearings, and i had
known that which is what made me think we had airframe damage. The guy
who had tested it after the rebuild had discovered that the stal warning
system and alpha floor protection ( automatics that engage the
autothrottles and apply power regardless of what you want) was firing
off too early.
All this hapened to us on this flight and then some. The power came on
and the nose pitched up fairly quickly ( because of the underslung
engines) the pitch trim failed simultaneously which allowed the nose to
come up even more. The FO was flying but I took it and disconnected the
autoflight and put the nose down. Out intercept alt of FL 190 was coming
up quick so I pulled ( doing over 260 indicated) and the nose came up
very quickly due to the stab trim being wildly out for the speed. That's
when we got the buffet. Analysis of the FDR after determined the G and
flight profile. Airbus tried to blame me but actually caught hell for
inadequate flight testing both during certifiaction and failure to
rectify reported faults from the D check flight test.

Speaking of g and jets, what kind of g loads can airliners like 707,
727, 737, and then the really big ones take?

Certified limits are +2.5 , -1.0 clean and +2.0 and 0.0 with flaps out.
I believe it's the smae for all jet transoprts. They'll come apart after
that. Scary, eh?
The airplane needed to be checked for damage after this exposure, but
there was none.


Bertie