(UNTITLED)

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP71B00590R000100050021-8
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 2
• Document Creation Date: November 17, 2016
• Document Release Date: March 15, 2000
• Sequence Number: 21
• Publication Date: April 21, 1967
• Content Type: CABLE

Approved For Release-200G/O8/26 . C1A-gb-'P71
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Approved For Releabe 2000/08/26 : CIA-RDP71B00
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REPRODUCTION BY OTHER THAN THE ISSUING OFFIC IS PROHIBITED. COPY NO,
REF THE FLAME OUT WHICH OCCURRED DURING FLT 180 ACFT
128. INVESTIGATION HAS ESTABLISHED THE CAUSE OF THE FLAME
OUT BUT THE EXACT DISCREPANCY WHICH STARTED THE CHAIN OF
EVENTS IS STILL UNDETERMINED. THE MAINTENANCE RECORDER
INDICATED A DISTRUBANCE ON THIS AND TWO PREVIOUS FLTS
WHICH COULD BE ATTRIBUTED TO EITHER.AN INLET ROUGHNESS OR
ENGINE 'STALL. ON THE PREVIOUS FLTS THE DISTRUBANCE WAS
NOT SEVERE ENOUGH TO REQUIRE PILOT ACTION. ON FLT 180
THE PLT ACTUATED THE RESTART SWITCHES, WHICH IS A NORMAL
PROCEDURE, AND THE ENGINE FLAMED OUT,. IF THE ENGINE WERE
STALLED AT THIS POINT WITH THE AFT BYPASS DOOR 50 PERCENT
OPEN AND THE FORWARD BYPASS DOORS ARE OPENED WITH THE RE-
START SWITCH A FLAMEOUT WOULD LIKELY OCCUR. HOWEVER, A
SUBSEQUENT DESCENT WAS ACCOMPLISHED,WITH A HIGHER POWER
SETTING WITHOUT INCIDENT. SINCE A HIGHER POWER SETTING
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IN 68150 -6417 S E C R E T PAGE 2
WOULD NORMALLY AGGRAVATE A COMPRESSOR STALL THIS CONFUSES
T YE THE ENGINE BLEED DOORS WERE INSPECTED AND
FOUND O.K. SINCE THE MALFUNCTION COULD NOT BE IDENTIFIED, THE
ACFT WAS FLOWN AGAIN WITH A ROUTE WHERE THE DESCENT WAS ACCOMP-
LISHED OVER THE AIR FIELD AND THE PLI WAS BRIEFED THAT WHEN THE
DISTRUBANCE OCCURRED TO FIRST RETARD POWER, ASSUMING A
COMPRESSOR STALL, AND IF ROUGHNESS CONTINUED TO CLOSE THE AFT
BYPASS DOOR THEN ATTEMPT INLET RESTART. THE DISTRUBANCE RE-
PEATED AND IT WAS NECESSARY TO OPEN THE FORWARD DOORS TO
CLEAR THE ROUGHNESS. THIS INDICATES THAT THE INLET CONTROLS ARE
PROBABLY NOT SCHEDULING PRECISELY AND PERHAPS THE FLAME OUT CAN BE
EXPLP INED BY ASSUMING THAT ON FLT 180 AN UNSTART OCCURRED FOLLOWED
BY ENGINE STALL. THIS IS SOMEWHAT UNUSUAL BUT IS A DEFINITE
POSSIBILITY. THE INLET CONTROLS WILL BE IHGROUCHLY
CHECKED AND REWORKED AS REQUIRED BEFORE THE NEXT FLT. IT
APPEARS THAT WE KAY HAVE 10 MODIFY OUR EMERGENCY PROCEDURES
A BIT BUT MUST STUDY THE OATTER A LITTLE FURTHER FIRST. THE
BASIC PROBLEM WITH PROCEDURE IS THAT IT IS ALMOST IMPOSSIBLE
TO DISTINGUISH AN INLET UNSTART FROM AN ENGINE STALL DURING
THIS POINT IN THE DESCENT . WILL USE ALL DUE CAUTION UNTIL THE
PROBLEM IS DEFINITELY RESOLVED.
S E C R E T TOR: 2121482 APE 67
S E C R E T
Approved For Release 2000/08/26 : CIA-RDP71 B00590R000100050021-8