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Printed page label not indexed. PDF page 88.
phugoid is somewhat increased with increase in aerodynamic drag. It is noted that both the gear-down ard the increase in stationary descent angle help the phugoid mode to subside, (3) Longitudinal Control Throughout the flight after the occurrence of theOpen official document at PDF page 88AAIC final report: Japan Air Lines Boeing 747SR-100 JA8119
Printed page label not indexed. PDF page 124.
gear-up and -down become impossible due to loss of the system hydraulic pressure but gear-down only was possible electrically. 3.2.6.2 Stability and Control of the Accident Aircraft after the Occurrence of the Abnormal Situation It is estimated that the stabilityOpen official document at PDF page 124AAIC final report: Japan Air Lines Boeing 747SR-100 JA8119
Printed page 117. PDF page 128.
Control that the aircraft was uncontrollable. (3) In CYR were recorded conversations on gear-down operation after 1838, and subsequently conversations on flap-up operation were also recorded in the DFDR. It is estimated that these operations were made electromotively, theOpen official document at PDF page 128AAIC final report: Japan Air Lines Boeing 747SR-100 JA8119
Printed page label not indexed. PDF page 129.
flight engineer took charge of communications on behalf of the captain, and cooperated in gear-down and flap operations by the alternate system, and power control. (4) It is estimated that severe dutch roll motion and phugoid motion, which are impossibleOpen official document at PDF page 129AAIC final report: Japan Air Lines Boeing 747SR-100 JA8119
Printed page 127. PDF page 138.
work as well as their behavior were deteriorated to some extent. 4.1.7.4 Thereafter, a gear-down operaton was conducted, the aircraft entered into a descent and the phugoid motion subsided. When the aircraft descended to an altitude of about 7,000 feet,Open official document at PDF page 138AAIC final report: Japan Air Lines Boeing 747SR-100 JA8119