Not that I remember. The mains, on some of the earlier models will free caster (useful in crosswinds), but nose, I don't think so.
NTSB Issues Update On Continental 737 Accident In Denver
- Thread starter Minuteman
- Start date
Not that I remember. The mains, on some of the earlier models will free caster (useful in crosswinds), but nose, I don't think so.
Lee D
Well-Known Member
The reason I asked is because the nose wheel on the Brasilia can be put into a free caster mode which means no hydraulic control with the tiller or pedals, and before the takeoff roll you always check. Though unlikely, IF it was in free caster and you pushed the power forward for the t/o roll, you would have control issues, especially with a good x-wind.
deadstick
Well-Known Member
As far as the hard-over, you can be adding full right rudder and the rudder can go full left.
Here is some more info:
http://www.airlinesafety.com/faq/B-737Rudder.htm
Here is some more info:
http://www.airlinesafety.com/faq/B-737Rudder.htm
Minuteman
I HAVE STRONG OPINIONS ABOUT AUTOMOTIVE LIGHTING!
Well, to up that ante, this is said about the 737 nose wheel steering:
What position does the nose wheel go to when the Steering Depressurization Valve is active?
DPApilot
GUYSH! GUYSH! GUYSH!
HeyEng
Well-Known Member
I would have to read up on the nose wheel steering, but perhaps when you use the tiller, it disengages the rudder pedal steering. This could complicate things just a little bit...I also wonder why the crew didn't reject until AFTER leaving the runway? So many questions.
I usually don't pontificate on mishaps prior to the "findings" being published, but I would agree that it sure looks like it could be a result of weathervaning. Even if it isn't, it sure raises my awareness when the crosswinds are stiff!!!
That will be an interesting report to read when it's out.
I usually don't pontificate on mishaps prior to the "findings" being published, but I would agree that it sure looks like it could be a result of weathervaning. Even if it isn't, it sure raises my awareness when the crosswinds are stiff!!!
That will be an interesting report to read when it's out.
Minuteman
I HAVE STRONG OPINIONS ABOUT AUTOMOTIVE LIGHTING!
The actual audio is never supposed to be released. A transcript may be published.
That's been a problem for several accidents/incidents. Power to the data acquisition unit and recorders gets interrupted and the event is done by the time they re-initialize.
There is an ARINC-777 Characteristic that proposes recorder independent power supplies (RIPS). Unfortunately, if power to the recorder is unavailable, it's probably also unavailable to the computers sending data to the acquisition unit. Some dedicated items will still work (e.g., accelerometers, engine fire lights, surface positions ... stuff that's "hard wired" ), but as more system are computerized, that list is shrinking.
wheelsup
Well-Known Member
Probably because by the time it registered in their minds that they were losing control they had already left the runway. They were going 120 kts when it happened that's like .5 seconds to go from centerline to off the runway.
HeyEng
Well-Known Member
That is true.
SeanD
Well-Known Member
Depends on weight, temprature etc. I imagine they were fairly close to a rotation speed.
loubetti
Pays to fly
While not a dry runway (wet and raining) we went off RW 4 at CDW back in May in the 421 while landing at night. In our case it was a gust of x-wind (around 16 kts) causing us to hydroplane. Full rudder did not help, and once the right main caught the grass there was no way to get her back. It happened very quickly too.
It's all relative. CDW has a narrower runway than Denver, and the 421 was going slower, but there still wasn't much time to take action.
It's all relative. CDW has a narrower runway than Denver, and the 421 was going slower, but there still wasn't much time to take action.