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Subsequent airplane nose down stabilizer trim motion from 7.0 degress ANU to 2.0 degrees ANU was due to the use of primary trim. Stabilizer motion from 2.0 degrees ANU to 0.4 degrees AND was commanded by the autopilot. The horizontal stabilizer jammed at 0.4 degrees AND and remained jammed until the Acme nut threads failed.
Near Mora: [7] loss of vertical stabilizer [8] 1964-01-04 1964 B-57 crash Dayton, United States NRB-57 Canberra: Mis-management of fuel system, causing CofG to be beyond its safe rearward limit 2 Both wings failed 1964-01-10 B-52 flight test of vertical stabilizer New Mexico, United States B-52 Stratofortress: Unknowingly exceeded design ...
A Boeing 737 uses an adjustable stabilizer, moved by a jackscrew, to provide the required pitch trim forces. Generic stabilizer illustrated. A horizontal stabilizer is used to maintain the aircraft in longitudinal balance, or trim: [3] it exerts a vertical force at a distance so the summation of pitch moments about the center of gravity is zero. [4]
The aircraft was a two year old Lockheed L-1011-385 Tristar (Serial number 193C-1077), delivered to Delta on 24 May 1974 (registered as N707DA). At the time of the accident, the aircraft had registered 5,000 flight hours. The captain was 56 year old Jack McMahan, who had 23,000 flight hours, of which 2,000 were in the L-1011.
On the MAX, both switches are wired in series and perform the same function: they cut off all electric power to the stabilizer, both from the yoke buttons and from an automatic system. Thus, on previous aircraft it is possible to disable automatic control of the stabilizer yet to employ electric power assist by operating the yoke switches.
A yaw damper (sometimes referred to as a stability augmentation system [1]) is a system used to reduce (or damp) the undesirable tendencies of an aircraft to oscillate in a repetitive rolling and yawing motion, a phenomenon known as the Dutch roll.