The loss of engine power caused the thrust countering the drag to immediately be the only force working on the horizontal vector. . . and that was now in the opposite direction of what the engines had been applying their force to overcome the drag and add energy to provide the lift. To even have lift, the angle of attack to maintain the partial vacuum over the wing at the proper vector requires the center of gravity be ahead of the center of lift.
With the loss of 70,000 to 80,000 lbs of the front of the aircraft which included all controls for essentially everything, representing between 13% and 15% of the total weight of the aircraft, any balance there was to maintain any flight characteristics at all was lost. The 12 foot behind center of lift movement of the figures came from Boeing. It is far beyond the design parameters of flight for the airframe. Any air movement over the wing at that point would tend to pull it farther and farther out of the proper angle of attack as there was no thrust from the engines. Without the ability to drop the aircraft down to get control, it would immediately stall. Numerous 747 pilots have come forward to state there is now way such an out of balance 747 could fly at all nor could they even attempt recovery from stall with that much added weight at the rear of the plane over-balancing the aircraft, even with full control.
In addition, with the loss of the streamlined nose, the aircraft was now presenting a front surface that was essentially a flat wall of approximately 600 Square feet, instead of a carefully designed wind resistant curved cone, to a 360 knot wind—a wind that is two to three times the wind velocity of the worst hurricane—in the opposite direction of travel at varying leverages on the fulcrum of the lift force that is now completely un-countered because the engines that had been providing a counter force in the opposite vector are now at idle. This collision of the wind with the fuselage is no small force, adding to the force changing the angle of attack of the air passing over the wings.
This is a completely unprecedented condition for an aircraft.
In my calculations, I used the facts provided by the pilots who operated the planes on an everyday basis and were relying on them to balance their aircraft to safely fly them and had to rely on those factory supplied data to know the parameters to safely load their planes and their expertise in that area. Every one of them who challenged it claimed that a center of gravity 12 feet behind the center of lift would almost instantly force the aircraft into a stall condition. The designed parameters of the plane require the center of gravity to always be several feet ahead of the center of lift to maintain stability. This allows the tail surfaces to control the aircraft's attitude.
Both the CIA and NTSB videos were made with the assumption, contrary to Boeing's statement that at loss of signal from the cockpit the engines will revert to idle, that the engines were still operating at their last throttle settings. In fact, the CIA's assumption was they'd had gone to 100%. This is contrary to reality and to Boeing's design parameters.
....as any 15 year old boy who builds a RC aircraft will tell you about the C of G
I ask once again, because in spite of all your typing, you gave no answer:
In your calculations how did you account for the loss of 80,000 pounds when the nose section separated? How did that affect lift and stall speed?
Since you said you did calculations and supposedly your conclusions are better than those of the NTSB, what was the new stall speed once the 80,000 pound front section separated?
Another big pile of words isn’t sufficient. I want to see a specific number to be convinced.
Dramatic footage: Cargo Boeing 747 crashes at Bagram Airfield
That one had been climbing, came to a complete stop and then came straight down.
Which reminds me of a story I heard about how this writer writes his screenplays, saying he started at the ending and worked backward.
That CIA video was "Made for TV", too. They started with the ending they wanted and worked backwards, filling in the details as necessary.
Clinton won re-election and history's been written.
And we know the rest: "What difference, at this point, does it make?"
That’s a lot of effort wasted.
The guys you’re responding to think the government is always right whenever science and alphabetic agencies are involved.
You know, like “climate change”.
Hell, they even talk the same way about “denialists” and what they want to do to them.
The Clinton administration was the best one ever.
They would never kill women and children for political reasons. The Branch Davidians were a bunch of non-people because racism.
Clinton did not have sex with that woman, Ms. Lewinsky. They found Clinton’s semen because it was planted by a vast right wing conspiracy.
Also, Hillary Clinton, being a Clinton, is a fine upstanding woman who people hate because she’s a woman.
She and all those agencies told us that Benghazi was because of an Islamaphobic internet video, so it’s got to be true, because they even found the guy who did it and put him in jail!
The Clintons said, and so dang it, I believe it!
/s
My A&P school chief instructor was retired from Braniff Airlines, where he had held Braniff company ID card #3, having been hired by the Braniff brothers to maintain their aircraft before hiring any contract pilots or company administrative staff. He stayed on after the brothers' deaths in 1954, served as Braniff's Chief of Maintenance and retired as Maintenance Director at Dallas Love Field, following the 1970 Braniff acquisition of N601BN [AKA *Fat Albert* or *The Great Pumpkin*] the first 747 placed in the company's service [more formally known as *747 Braniff Place* to company ad writers] Nib's knowledge of the maintenance and flight characteristics of the 747-127 was beyond enclycopediac, and when I saw the CIA-produced animation of the Flight 800 disaster, I made a video tape and showed it to him. *Nope,* says he. *If the nose had come off, it would have stalled and dropped like a brick. It wasn't an airplane any more.*
BTW: when a 747 is fully pressurized, the weight of just the air aboard is over a ton. Think about what having a ton of your aircraft load go flying out the front end does to your aircraft stability.
It stalled, tail down, and dropped like a 365-ton rock.