Aircraft Stability and Control by A. W. Babister

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By A. W. Babister

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As it descended toward Runway 17L amid a violent turbulenceproducing thunderstorm, a storm cell produced a microburst directly in the airliner’s path. The L-1011 entered the fury of the outflow when only 800 feet above ground and at a low speed and energy state. As the L-1011 transitioned through the microburst, a lift-enhancing headwind of 26 knots abruptly dropped to zero and, as the plane sank in the downdraft column, then became a 46-knot tailwind, robbing it of lift. At low altitude, the pilots had insufficient room for recovery, and so, just 38 seconds after beginning its approach, Delta Flight 191 plunged to Earth, a mile short of the runway threshold.

Ortiz, and J. Augustine, “The Crash of Delta Flight 191 at Dallas-Fort Worth International Airport on 2 August 1985: Multiscale Analysis of Weather Conditions,” National Oceanic and Atmospheric Report TR ERL 430-ESG-2 (1987); T. Theodore Fujita, “DFW Microburst on August 2, 1985,” Satellite and Mesometeorology Research Project Research Paper 217, Dept. of Geophysical Sciences, University of Chicago, NTIS Report PB-86-131638 (1986). 62. Chambers, Concept to Reality, p. 188. 30 Case 1 | Eluding Aeolus: Turbulence, Gusts, and Wind Shear The Dallas accident resulted in widespread shock because of its large number of fatalities.

89 As Joseph Chambers noted subsequently, “The results of the test program demonstrated that Doppler radar systems offered the greatest promise for early introduction to airline service. ”90 The Burst Busters clearly had succeeded. Afterward, forward-looking Doppler radar was adopted by most airlines. 1 88. The team consisted of wind shear Program Manager Roland Bowles, Deputy Program Manager Michael S. Lewis, research engineers Emedio “Brac” Bracalente and David Hinton, research pilots Lee H.

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