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Kevin J. Renze, Ph.D.

Kevin J. Renze, Ph.D. Airplane Performance. Elevator Control Authority Investigation. FDR data from 84 previous flights operated with the accident airplane Beechcraft 1900D simulation. Elevator Travel Range. Elevator Travel Range. Elevator Travel Range. Elevator Travel Range.

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Kevin J. Renze, Ph.D.

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  1. Kevin J. Renze, Ph.D. Airplane Performance

  2. Elevator Control Authority Investigation • FDR data from 84 previous flights operated with the accident airplane • Beechcraft 1900D simulation

  3. Elevator Travel Range

  4. Elevator Travel Range

  5. Elevator Travel Range

  6. Elevator Travel Range

  7. Beechcraft 1900D Simulation • Engineering models provided by RAC • Implemented in NTSB simulation tools • Validated against Beechcraft 1900D flight test data

  8. Rotation Climb Takeoff Roll Beechcraft 1900D Simulation Results Climb Rotation SHIFT Takeoff Roll

  9. Flight 5481 Simulation Results • The elevator was restricted to 8º downward • 9.5º downward elevator was needed • 7º downward elevator needed if CG within limits • Balance is critical pitch control factor, not weight

  10. Conclusions • Maintenance changed the pitch control system • Elevator was restricted to about half its downward travel • FDR data analysis (7º downward) • NTSB simulation (8º downward) • 9.5º downward elevator needed • 7º downward elevator needed if CG within limits

  11. Kevin J. Renze, Ph.D. Airplane Performance

  12. Airplane Weight and Balance • Air Midwest program • Component load buildup • Takeoff ground roll analysis

  13. Flight 5481 Weight and Balance

  14. Average Weight Comparison 1 Limited carry-on program

  15. Average Weight Comparison 1 Limited carry-on program

  16. Improved Weight and Balance

  17. Weight and Balance Concerns • Average Weight Error Sources • Understated average weights • Heavy bags • Variance in actual weight and weight distribution • Average weight programs need improvement • Actual weight and location data could eliminate these errors

  18. Pitch Control Assessment

  19. Pitch Control Assessment

  20. Pitch Control Assessment

  21. Pitch Control Assessment

  22. Pitch Control Assessment

  23. Conclusions • Air Midwest’s program did not detect the significantly aft CG • Unacceptable errors still exist in average weight programs and require improvements • Actual weight and location data could eliminate these errors • The significantly aft CG and restricted elevator resulted in a loss of pitch control

  24. Kevin J. Renze, Ph.D. Airplane Performance

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