Newsgroups: sci.aeronautics.airliners Path: news From: weiss@curtiss.SEAS.UCLA.EDU (Michael Weiss) Subject: Re: hydraulic problems with DC-10s?? X-Submission-Date: 12 Dec 92 06:43:30 GMT References: Message-ID: Approved: kls@ohare.Chicago.COM Organization: SEASnet, University of California, Los Angeles Sender: kls@ohare.Chicago.COM X-Submission-Message-Id: <8905@lee.SEAS.UCLA.EDU> Date: 12 Dec 92 00:06:28 PST In article greg@octopus.dpsi.com (Gregory R. Travis) writes: >This is quite muddled though, as other anti-lift devices (such as spoilers) >will deploy at a given amount of aileron deflection. In fact, and I don't >have my DC-10 refs handy, I imagine that the ailerons on a -10 are locked >in place when the flaps are up (not the case in the Chicago crash, I know) Not true, at least in the case of the inboard ailerons. I still can remember back in 1984 flying a DC-10 from LAX to HON, and noting that when the inboard ailerons deflected to a certain point, the spoilers came up, too. I don't remember about the outboards (at the time, the inboard ones were more interesting to me). >In any case, the ORIGINAL poster's position that the loss of an engine >from a wing, considering the engine's moment and weight, would render the plane >uncontrollable is not supported either by analysis or historic precedent. And I stand (sit?) corrected on this issue. It struck me as an awfully large moment at first (and second, and third) glance, but I didn't have any actual weight numbers to compare. Now that I do, it makes perfect sense. -- \ | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | / - Michael weiss@seas.ucla.edu | School of Engineering & Applied Science - - Weiss izzydp5@oac.ucla.edu | University of California, Los Angeles - / | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | \