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Before Sully there was Dardano at TACA in New Orleans

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To show all how important fuel logs are here's a story. In the early nineties (I think) there was a TWA L1011 going HNL to LAX or SFO. A ways east of HNL the engineer noticed much greater than normal fuel burn. The Capt ordered a turn around and they landed on fumes.
Similar story: About six years ago ATA had a engine fuel line break on a 757 enroute to PHNL (past ETP) - the crew caught the abnormality through use of proper procedures, performed a precautionary shutdown on the engine (per the manual), diverted to Kahalui, landed with just a bit more than fumes. Again, had they been asleep at the switch - they would have become a glider and quite possibly had to ditch.

Also, I thought Delta was Don't Ever Land There Again (or Doesn't Everyone get Lost over The Atlantic?)!
 
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Capt. Robert Piche of Air Transat....

wasn't he a convicted felon in the state of Georgia for running drugs and spent time in the joint down there?
 
Heavy rain? I thought he flew through hail and shelled both motors.

Gup

Here ya go, Gup:


Narrative:
During descent from FL350 for an IFR arrival to New Orleans, the flight crew noted green and yellow returns on the weather radar with some isolated red cells, left and right of the intended flight path. Before entering clouds at FL300, the captain selected continuous engine ignition and activated engine anti-ice systems. The crew selected a route between the 2 cells, displayed as red on the weather radar. Heavy rain, hail and turbulence were encountered. At about FL165, both engines flamed out. The APU was started and aircraft electrical power was restored while descending through abou FL106. Attempts to wind-mill restart the engines were unsuccessful. Both engines lit-off by using starters, but neither would accelerate to idle; advancing the thrust levers increased the EGT beyond limits. The engines were shut down to avoid a catastrophic failure. An emergency landing was made on a 6060 feetx120 feet grass strip next to a levee without further damage to the aircraft.
Investigation revealed that the aircraft encountered a level 4 thunderstorm but engines flamed out, though they had met the FAA specs for water ingestion. The aircraft had minor hail damage; the #2 engine was damaged from overtemperature.
The 737 took off from the field on June 6.

PROBABLE CAUSE: "A double engine flameout due to water ingestion which occurred as a result of an inflight encounter with an area of very heavy rain and hail. A contributing cause of the incident was the inadequate design of the engines and the FAA water ingestion certification standards which did not reflect the waterfall rates that can be expected in moderate or higher intensity thunderstorms."

Follow-up / safety actions:
After the incident, OMB 88-5 and AD 6-14-88 were issued to require minimum rpm of 45% and to restrict the use of autothrust in moderate/heavy precipitation; engine modification was provided for increased capacity of water ingestion.
Despite of this AD, a Continental Airlines B737-300 suffered a nr.1 engine flameout while descending through heavy precipitation with throttles at flight idle, July 26, 1988. The co-pilot warned the captain of the fact that idle descent was contrary to recently published procedures, but idle descent was continued.
 
Heavy rain? I thought he flew through hail and shelled both motors.

Gup


No. That was a Southern Airways DC-9 going into ATL .Happened back in 1977 and made a forced landing on a road in New Hope GA if I remember correctly.

PHXFLYR:cool:
 

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