delta flight 191 bodies

The regulatory and scientific projects which emerged from the crash of Delta 191 represented a definitive triumph of technology over nature. The strength of microburst-induced wind shear is measured in terms of the total difference between the wind speed at entry and the wind speed at exit that is, if the plane initially encounters a 20 knot headwind, which then switches to a 20-knot tailwind, the microburst is said to contain 40 knots of horizontal shear. The stories of the crew and passengers were retold by now-famous crime novelist Michael Connelly, who at the time was a reporter working for the Sun Sentinel, the main daily newspaper of Fort Lauderdale. This system, which began to be installed in the early 1990s and is now available at 45 US airports, definitively solved the inability to detect low level wind shear outside the airport boundary. Other than pilots, controllers could also have received detailed weather information from trained meteorologists. Revisiting a Tragedy - AOPA This occurred despite the fact that every pilot, including Connors, should have known in theory that thunderstorms were unpredictable, and that the absence of any trouble on the flight ahead of them did not necessarily mean it would be smooth sailing for them, too. The flight departed Fort Lauderdale on an instrument flight rules flight plan at 14:10 Central Daylight Time (UTC05:00). [4]:25,40 The main landing gear left shallow depressions in the field that extended for 240 feet (73m) before disappearing and reappearing a few times as the aircraft approached Texas State Highway 114. This article incorporates public domain material from websites or documents of the National Transportation Safety Board. Just in front of them, a small private Learjet, having entered the storm some moments earlier, now popped out the other side and landed on runway 17L without a problem. This is what is known as a microburst. This was hardly a surprise to the NTSB, however; in fact, the agency had been raising the alarm about this exact problem since the early 1970s. Although 136 people were killed and another 27 were injured, flight attendant Wendy Robinson Fernsell survived. By half past 17:00 that day, the temperature at Dallas-Fort Worth International Airport was still 38C (101F), but the sky nevertheless held the promise of rain, as lines of thunderstorms, propelled by hot air rising from the surface into colder air masses above, began to form throughout the region. The aircraft was a Lockheed L-1011-385-1 TriStar (registration number N726DA). The location provided us with a wide variety of calls. Had the L-1011 missed the water tank, it might have struck two fully loaded and fueled cargo planes, a DC-8 and a DC-10, which were sitting on the parking apron, most likely resulting in an incredible conflagration leaving few, if any, survivors. Prior to departure from Fort Lauderdale-Hollywood International Airport (FLL), the flight crew had received no particular warning about the weather apart from notice of an area of isolated thunderstorms over Oklahoma and northeastern Texas. The systems for disseminating weather information to pilots were too slow and unreliable to handle a rapidly developing thunderstorm.

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