During Windshear "Don't change flap or gear configuration"
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New generation aircraft with EEC's will not exceed engine limiations when throttles are "fire walled". The EEC provides N1 and N2 redline overspeed protection in both normal and alternate modes. The EGT limit must be observed by the crew because the EEC does not provide EGT redline exceedance protection.
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Serious prangs
Well the two engine brigade are not immune at all. Most of their encounters leading to accidents have been non-fatals.
There can be a loss of lift on some aircraft during gear retraction as there is a positive pressure in front of the gear legs.
Watch out for your autopilot modes when going through the encounter. It is not unknown for Control Wheel Steering to drop out and the crew not know.
There can be a loss of lift on some aircraft during gear retraction as there is a positive pressure in front of the gear legs.
Watch out for your autopilot modes when going through the encounter. It is not unknown for Control Wheel Steering to drop out and the crew not know.
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Windshear Related Airlines Accidents
Source: FAA, NTSB Records, & Fujita
Year
Flight Number/Location/Type
Injuries Deaths
1956
BOAC 252/773, C4
Kano, Nigeria 11 32
1974
Pam Am 806, B707
Pago Pago, 96
1975
CONT 426, B727
Denver, CO, 15 0
1975
Eastern 66, B727
JFK, New York 12 112
1976
Royal Jordan 600
Doha, Qatar, B727 15 45
1976
Allegeny 121, ???
Philadelphia, PA 86 0
1977
CONT 63, ???
Tuscon, AZ 0 0
1979
Eastern 693 ???
Atlanta, GA
(near crash) 0 0
1982
Pan Am 759. B727
New Orleans, LA 152
1984
US Air 183 ???
Detroit, MI
(aircraft damage) 0 0
1985
Delta 191 ???
Dallas, TX 134
1989
IL 62
Santiago, Cuba 169
1992
Faro,Portugal,DC10 54
1994
US Air DC9
Charlotte, NC 37
1999
American Airline 1420,
MD82
Little Rock, AK 89 11
I thought I would regret that sweeping statement. Yes indeed of the 9 fatal accidents involving Jets (according to this table), only six of nine were tri-jets, interestingly the other three were rear eng MD-82, DC-9 and IL-62, a couple of other non-fatal "fender benders" I couldnt find info on without spending the afternoon on Google.
The point I was obliquely making is. For SE certification 2eng aircraft have more excess thrust available, thus enabling them to more adequately deal with windshear, it appears this may also be a factor for the rear mounted eng machines ??
PS; table didnt format into post.... sorry about list length
