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Flydubai crash: Yoke push 'simultaneous' with stabiliser shift

Russian investigators have disclosed that a nose-down shift in the horizontal stabiliser on the ill-fated Flydubai Boeing 737-800 occurred as a push input was recorded on the crew control yoke. ( さらに...

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In retrospect, after a missed approach and two hours of holding because of bad weather without improvement, an alternate airport might have been a good idea.
I am not a pilot...but...I did stay at a Holiday Inn question is...isn't that what is supposed to happen?...I push the yoke forward...the elevator deflects downward and the aircraft pitches down....
i believe the stabilizer is fixed and should not move however the elevator which is attached to the stabilizer is what controls up and down pitch therefore it sounds to me that when the elevator was moving the stabilizer broke loose and moved with it. I do not know much about aircraft so i could be wrong!
The stabilizer is movable and the entire surface moves as one. There is no elevator like in a Cessna 172. Trim is adjusted between the yoke and the stabilizer.
Ya, I saw that too, a 'stabilizer shift' .... meaning what ?
Also, I cannot seem to fathom why anyone was inputting down elevator at this point :
"The jet had been climbing away with its engines at take-off setting after aborting its second approach to runway 22, at a height of 220m."
Everything seems normal for a climb out to whatever the assigned pattern altitude was , and I can pretty much guarantee it aint 220m....... Did the AC stall , or did they THINK it was stalling ?!
Denis B 1
i have seen something like this, years ago from a CF18 that crashed following a go-around IMC in YYG.
The conclusion was spatial disorientation from sudden acceleration . It has to do with inner ears , when you accelarete very fast , you have the impression that you are climbing like crazy, thus a tendency to push on the nose which makes you go faster and feeling a "steeper climb" thus pushing some more. Just speculating, but a fairly light jet in a go-around IMC at night when crews are tired ...
Instrument rated and very qualified pilots are trained to fly the attitude indicator. It is primary. Why do you think it is in the center of all gauges? Pitch and bank. Then bring in the performance gauges--VV, airspeed. A go around is a standard training maneuver--even with an engine out. I've flown with many Canadian pilots and they train the same as we do in the lower 48. This crash has a lot of mysteries that we may never know.
OK gentlemen. It doesn't mater on a missed. Full power, pitch to go around and follow procedures. You can automate it or go manually. Better to begin manually and automate later. Get the airplane up and flying.
Meaning what ?.... Meaning you may need to read the article again , it was a little misleading !
LarryQB 1
Boeing will surely weigh in on this but I wonder if the PF engaged the autopilot during the missed approach (the article says both approaches were flown A/P off) and while the A/P tried to trim the horizontal stabilizer the PF disconnected same causing mis-trim confusion.
I have trouble buying this.. A/P not connected and both stick and stab down... This sounds like Pilot Error to me... A/P disconnected the a/c cannot manual stab down nor will it push the yolk down...
allench1 1
Hey sparky have not been on much since we lost Wayne good to see u post. Many seam to have left for one reason or another.
allench1 0
Sorry for the miss spell I'm 70 now old and auto correct gives me fits
LOL... Auto Correct gives everyone fits... LOL... I have still been in here, but not been a lot to post too...
allench1 1
I agree with u there. Seams as though they do not care enough to bring accidents to this page. I go to avhearld as it has more aviation enthusiast that are educated. All airline though. You might like it if u have not tried it.
With all due respect to the families and loved ones lost....

One word: Somatogravic
allench1 1
Now, knowing that the pilots were tired and overworked and holding for 2 hours in heavy weather and then making another attempt to land with no letup in weather conditions I could understand your point of view.
So they weren't watching their instruments??
Alaska Airlines 261 repeat maybe, I don't know about the saftey standards in the middle east, but I have a feeling it's lower. I mean horozontal stabilizer drop, 50 degree nose down...this sounds oddly familiar.
N5827P 0
Seems odd, Pilot pushes yoke forward, stabilizer commands pitch down and aircraft pitches down, DUH
I'm a USAF Brat and flew in 'Nam and the reasoning from the Russian investigators is not valid.

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sno34 9
The article doesn't have the Russians saying anything bad about the 737 here. They seem to be blaming it on a pilot suddenly pushing the controls "down" instead of climbing out.
Roy Thomas -2
My initial thought after seeing the second video, the one of the plane climbing before coming down at a steep angle, is that this flight ran out of fuel. While it had enough fuel for circling how much additional fuel would be consumed by aborted attempts vs circling? Is it possible that as it pulled up to abort this landing that it ran dry, and stalled. Could the forward push on the yoke indicate a pilot attempting to recover from a stall? Just a layman thinking it through, what are your thoughts?
allench1 1
As reported the flight manager had loaded 8 hours of fuel. they should have had 1:45 remaining after the hold. The only thought that I had would be he may have stalled from ice build-up and may have been trying to get the wings flying again and failed.Its all speculation with so few facts.
allench1 1
there is always the possibility of runaway trim or the PF disconnecting the autopilot without verifying the trim position before hand.
Does the 737-800 actually hold 8 hours of fuel?
allench1 0
47,000 lbs total fuel. fuel burn of 5500 lbs each hour.


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