Areas where no precipitation is "seen" by the radar are displayed as black, or the same color as the display background. 0000052598 00000 n
N RE: TACA INTERNATIONAL AIRLINES PLANE "FLIGHT 110" which arrived at the port of New Orleans, La., from Honduras, on March 16, 1969.
Taca International Airlines, SA P. 0. 0000001386 00000 n
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0000052563 00000 n
Hail can more easily pass between the fan blades and directly enter the core, or it will bounce off the fan spinner and be deflected past the fan blades into the core.An inlet is intended to diffuse the air flow into the engine and at high speed, slow the incoming air to align it to the fan blades. : Put new text under old text. ; New to Wikipedia? ; Please sign and date your posts by typing four tildes ( ~~~~). These included:Spinner profile change from conical to a combination elliptical and conical (spinner shape called coniptical) to guide the hail radially outwardCutback splitter that allows more ingested rain and/or hail to be centrifuged out by the fan rotor, away from the core, and into the fan bypass flowIncreased number of variable bleed valve (VBV) doors that allowed additional rain and/or hail to be extracted from the core flow path at low engine rotational speedsAdaptive engine start logic for Full Authority Digital Electronic Controlled (FADEC) engines (the TACA engines were not FADEC controlled). Prior to this incident, there was widespread belief that water and hail behaved similarly when ingested into an engine. Although these test demonstrated a 400% margin, they were later found to be incorrect due to the testing methods involving low airplane speed and high engine rotational speeds which tended to shield the core (i.e., centrifuging of water away from the core).Following the TACA event, CFMI conducted an extensive investigation that included multiple engine tests and detailed analysis. After breaking out of the cloud layer they were able to identify a small levee and were able to make a successful off-airport dead-stick landing on the levee, There were no injuries.Investigation into the cause of the dual-engine flameout indicated the aircraft, while descending at low engine power and high airspeed, had encountered an area of intense rainfall followed by 30 seconds of heavy hail. However, certification testing conducted on the CFM56 engine was performed with a substantially greater amount of water than was required by the regulations. However, the CFM56 windmill relight envelope is relatively small when compared to other turbofan engines of the same class. The image on the left is a selection of sample airplane weather radar images (for example, the top right image shows a radar shadow).The attempted windmill restart of both engines, due to low high pressure spool speeds (N2), in combination with continued water ingestion, resulted in excessive exhaust gas temperatures (EGT), and led to destruction of turbine components.
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These include: When the water-to-air ratio becomes sufficiently high, it overcomes the fuel-to-air ratio required for stable combustion, and subsequently results in an engine flame-out. These tests produced a greater understanding of the behavior of hail in the compressor of the CFM56 engine, and led to several design changes.The objective of these design changes was to increase the engine's ability to continue to run in heavy concentrations of hail and water, and included the following:The FAA issued Airworthiness Directives (AD) to mandate these design changes on the CFM56 engines, and mandated Boeing 737 airplane flight manual procedure changes.CFMI also identified and incorporated additional design changes in their follow-on engine designs that provided improvements in operation in inclement weather. Accident. Welcome! %PDF-1.5
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Selection of radar range settings is important to provide the pilots the best short- and long-range picture of weather in the vicinity of the aircraft. NTSB/AAR-89101 I PB89-910401 5.
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