Delta Air Lines Flight 1080 was a scheduled flight notable for the incident that occurred on April 12, 1977 during the San Diego to Los Angeles leg of the flight. Unknown to the crew, the Lockheed L-1011's left elevator had become stuck in a fully upwards position. This led to the aircraft pitching up aggressively and causing the aircraft to lose speed and nearly stall. The pitching force, unable to be overcome by fully pushing the control column down, was counteracted by reducing the thrust on the L-1011's wing engines but not the tail engine. The differential thrust, along with moving all the passengers as far forwards as possible in the cabin, pitched down the nose of the airliner and allowed the pilots to land the aircraft.
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| - خطوط دلتا الجوية الرحلة 1080 (ar)
- Delta Air Lines Flight 1080 (en)
- Volo Delta Air Lines 1080 (it)
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| - خطوط دلتا الجوية الرحلة 1080 طائرة لوكهيد إل-1011-1 تراي ستار التابعة لخطوط دلتا الجوية (رقم التسجيل :N707DA ) هي شركة طيران وطنية أمريكية كانت تحمل على متنها 41 راكباً و11 من أفراد الطاقم في رحلة طيران من سان دييغو إلي لوس أنجلوس في ( 12 أبريل 1977م ) بقيادة الكابتن جاك ماكمهان البالغ من العمر 54 عاماً والمساعد أول ويلبر إدوارد رادفورد البالغ من العمر 41 عاماً ومهندس الرحلة ستيفن هيدت البالغ من العمر 32 عاماً. (ar)
- Delta Air Lines Flight 1080 was a scheduled flight notable for the incident that occurred on April 12, 1977 during the San Diego to Los Angeles leg of the flight. Unknown to the crew, the Lockheed L-1011's left elevator had become stuck in a fully upwards position. This led to the aircraft pitching up aggressively and causing the aircraft to lose speed and nearly stall. The pitching force, unable to be overcome by fully pushing the control column down, was counteracted by reducing the thrust on the L-1011's wing engines but not the tail engine. The differential thrust, along with moving all the passengers as far forwards as possible in the cabin, pitched down the nose of the airliner and allowed the pilots to land the aircraft. (en)
- Il volo Delta Air Lines 1080 è stato un volo di linea degno di nota per l'incidente avvenuto il 12 aprile 1977 durante la tratta da San Diego a Los Angeles del volo. All'insaputa dell'equipaggio, l'equilibratore sinistro del Lockheed L-1011 Tristar si era bloccato in posizione completamente sollevata. Ciò portò l'aereo a beccheggiare in modo aggressivo, a causare una perdita di velocità e quasi a cadere in stallo aerodinamico. La forza del beccheggio, che non poteva essere compensata spingendo completamente verso il basso la barra di controllo, venne contrastata riducendo la spinta sui motori alari dell'L-1011, ma non sul motore di coda. La spinta differenziale, insieme allo spostamento di tutti i passeggeri il più in avanti possibile nella cabina, abbassò il muso dell'aereo, permettendo a (it)
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| - Lockheed L-1011-1 Tristar N729DA similar to the incident aircraft (en)
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| - Loss of pitch control due to malfunctioning elevator (en)
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| - خطوط دلتا الجوية الرحلة 1080 طائرة لوكهيد إل-1011-1 تراي ستار التابعة لخطوط دلتا الجوية (رقم التسجيل :N707DA ) هي شركة طيران وطنية أمريكية كانت تحمل على متنها 41 راكباً و11 من أفراد الطاقم في رحلة طيران من سان دييغو إلي لوس أنجلوس في ( 12 أبريل 1977م ) بقيادة الكابتن جاك ماكمهان البالغ من العمر 54 عاماً والمساعد أول ويلبر إدوارد رادفورد البالغ من العمر 41 عاماً ومهندس الرحلة ستيفن هيدت البالغ من العمر 32 عاماً. (ar)
- Delta Air Lines Flight 1080 was a scheduled flight notable for the incident that occurred on April 12, 1977 during the San Diego to Los Angeles leg of the flight. Unknown to the crew, the Lockheed L-1011's left elevator had become stuck in a fully upwards position. This led to the aircraft pitching up aggressively and causing the aircraft to lose speed and nearly stall. The pitching force, unable to be overcome by fully pushing the control column down, was counteracted by reducing the thrust on the L-1011's wing engines but not the tail engine. The differential thrust, along with moving all the passengers as far forwards as possible in the cabin, pitched down the nose of the airliner and allowed the pilots to land the aircraft. An investigation found that the pressurization and depressurization of the L-1011 during flight cycles had caused water to be pushed inside a bearing, heavily corroding it and causing it to become jammed during a routine control surfaces check prior to takeoff. The FAA issued an emergency airworthiness directive instructing airlines to do a check of the bearing. This verification, however, was not sufficient to prevent takeoff with a jammed elevator; and a similar incident followed two months later. The FAA then made it mandatory for crews to inspect the elevators before each takeoff. As a result of the incidents, Lockheed redesigned the elevator systems to be redundant upon failure of the bearings, as well as adding a seal to the bearing and a deflector to reduce the amount of water contacting the part. Lockheed also modified the pilot's manual to improve the Pitch Axis Control Assist Procedures. The FAA further made it mandatory for pilots to be informed of these changes. For his skill in landing the crippled airplane, the captain, Jack McMahan, was awarded the FAA's Distinguished Service Award. The airplane was repaired and continued to fly for Delta until 1985. It was subsequently sold to American Trans Air, where it was registered with the tail number "N187AT". The airplane was scrapped in 2002. (en)
- Il volo Delta Air Lines 1080 è stato un volo di linea degno di nota per l'incidente avvenuto il 12 aprile 1977 durante la tratta da San Diego a Los Angeles del volo. All'insaputa dell'equipaggio, l'equilibratore sinistro del Lockheed L-1011 Tristar si era bloccato in posizione completamente sollevata. Ciò portò l'aereo a beccheggiare in modo aggressivo, a causare una perdita di velocità e quasi a cadere in stallo aerodinamico. La forza del beccheggio, che non poteva essere compensata spingendo completamente verso il basso la barra di controllo, venne contrastata riducendo la spinta sui motori alari dell'L-1011, ma non sul motore di coda. La spinta differenziale, insieme allo spostamento di tutti i passeggeri il più in avanti possibile nella cabina, abbassò il muso dell'aereo, permettendo ai piloti di farlo atterrare. Un'indagine rilevò che la pressurizzazione e depressurizzazione dell'L-1011 durante i cicli di volo aveva spinto dell'acqua all'interno di un cuscinetto, corrodendolo pesantemente e provocandone l'inceppamento durante un controllo di routine delle superfici di controllo prima del decollo. La FAA emanò una direttiva di aeronavigabilità d'emergenza che ordinava alle compagnie aeree di eseguire un controllo di rilevamento su tutti i TriStar. Tale verifica, però, non fu sufficiente per impedire il decollo con l'equilibratore inceppato, di conseguenza due mesi dopo seguì un incidente simile. La FAA rese quindi obbligatorio per gli equipaggi l'ispezione degli equilibratori prima di ogni decollo. A seguito degli incidenti, Lockheed riprogettò i sistemi degli equilibratori in modo che fossero ridondanti in caso di guasto dei cuscinetti, oltre ad aggiungere una tenuta al cuscinetto e un deflettore per ridurre la quantità di acqua a contatto con il componente. Lockheed modificò anche il manuale a disposizione dei pilota per migliorare le procedure di assistenza al controllo dell'asse del beccheggio. Inoltre la FAA rese obbligatorio per i piloti essere informati di questi cambiamenti. Per la sua abilità nell'atterrare con l'aereo semi-paralizzato, il comandante, Jack McMahan, fu insignito del Distinguished Service Award della FAA. L'aereo venne riparato continuando a volare per la Delta fino al 1985. Successivamente è stato venduto alla , venendo registrato con il codice "N187AT". Il velivolo è stato demolito nel 2002. (it)
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