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32 matching PDF pages. Showing 6 short source excerpts. Open the document for full context.
Printed page 5. PDF page 9.
(fpm): at! a- 14° ‘noseup pitch attitude--the target pitch attitude displayed by tne flight director: for a‘ two- engine climb. During the-climb, the No. 2 engine N speed| increased gradually from:101 percent to a final value of 107: percent; theOpen official document at PDF page 9NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago
Printed page label not indexed. PDF page 27.
to 20 see after the engine and pylon separated. Speed control guidance from. the EE - flight director was available for all runs, and the stickshaker, programmed for- the slat-retracted-airspeed schedule, was operational on some runs. | During the tests,Open official document at PDF page 27NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago
Printed page label not indexed. PDF page 28.
those cases where the pilot attempted to regain the 14° pitch attitude commanded by the flight director command bars, the aircraft reentered the left roll. On those test runs with an operative stickshaker programmed to begin at the slat-retracted-airspeed schedule,Open official document at PDF page 28NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago
Printed page label not indexed. PDF page 57.
prescribed' engine failure procedures. The consistent 14° piteh attitude indicated that.the flight director. command bars were being used for. pitch. attitude guidance. and, since the captain's flight director was inoperative, confirmed the fact that the first officer was flyiOpen official document at PDF page 57NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago
Printed page label not indexed. PDF page 58.
-54- | | \ commanded pitch attitude; the flight director command bars dictated pitch ~ | attitudes which decelerated the aircraft -toward Vo» and at. Vo + 6,.159 KIAS, the & roll to the left began. il a , TheOpen official document at PDF page 58NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago
Printed page 67. PDF page 71.
generator'bus and No. 1 d.e. bus was lost after the pylon separated... The captain's flight director instrument, the stall warning system, .and the slat disagreement warning light systems were rendered inoperative. Power to these buses was never restored. | ‘Open official document at PDF page 71NTSB AAR-79/17: American Airlines DC-10-10 N110AA, Chicago