MW> JC> Not true at all.  There are many people around that have no
MW> JC> experience in Transport Type Aircraft that use yaw dampeners.
MW> JC> They don't know what  they do, why they do it, the reason for
MW> JC> having them and when and how  they can be overriden.  It also
MW> JC> varies by aircraft.  The 727 can't fly  without them the DC-9-30
MW> JC> has them but could get by without them.  Food  for thought.
MW>Right on Jim - as you know, susceptability to Dutch Roll is
MW>relative to the degree of sweep-back. Way back in the '70s I
MW>was taking my B-727-200 training at Boeing. The dutch
MW>roll/yaw dampers off was so hairy in the simulator only demo
MW>that, as I was going to be in charge of training on this
MW>bird, I felt I should experience it in the aircraft. When I
MW>asked my instructor if it was permisable, he said "OK, but
MW>if the roll exceeds 8 degrees, snap the yaw dampers on
MW>fast!" I said "Why, because you're afraid we might lose control?" he
MW>replied "No, I'm afraid the tail might come off!"
Glad to hear from you Murray.  You are absolutely correct above.  I 
started in the 727 in about l966 and we didn't have Simulators so the 
Dutch Rolls recovery was required and we had to do it in the A/C.  Now 
if you think the -200 was bad then you should have done them in the -100 
which we had at the time.  It was a Buggggger  Beeaaarrr.  It was 
terrible if you were in the seat but back then we took extra pilots 
along (awaiting their time to fly) and talk about some queasy people in 
the back, we had them.  I only flew the DC-9-32F Stretch and not the -
10.  I understand that the shorty in that model was the worst one.  We 
couldn't hardly tell the difference with them off in the -30.  Seems 
that the length of the fuselage was the key to the dampening 
effect.....Jim.....
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 X CMPQwk 1.4 #1684 X "Keep her coming Rodney, keep her coming"
--- Maximus/2 3.01
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