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originally posted by: jaffo
originally posted by: Loopdaloop
Conspiracy stakes increase
@trevorw1953: AirAsia CEO Dumped Shares Days Before Flight Disappeared - www.globalresearch.ca... via @grtvnews
Just like other planned 'events' such as Sept 11, those in the markets always manage to cover themselves. The chinese blogger suggested the design was to hurt Malaysia - anyone know potential reasons?
And just like with 9/11, people keep sharing "facts" that simply are not true, imputing motives that do not exist for crimes that were not committed.
originally posted by: wulff
originally posted by: Zaphod58
a reply to: auroraaus
Clouds create vertigo. Vertigo is fun, and dangerous as hell.
Here's a fun experiment we used to do to demonstrate it.
Take a broom stick and cut it down to a comfortable length. Tape it to the foot rest of an office type chair (make sure it's one that has a bar type footrest).
Put a blindfold on that you can't see through on, and have someone spin you 8-10 times then stop you. Once you stop, keep the "stick" centered for 30 seconds. At the end of that time freeze exactly where you are and take the blindfold off.
Simple explanation is that with no outside references your body loses the ability to tell up from down. An experienced instrument pilot SHOULD know better than to look outside, but it's bitten many pilots in the ass over the years. We used to have a requirement that without a waver, all fighters on ferry flights had to be on the ground before local dark.
They only had one person on board, so there was no one to check them if they started to lose the plot, and they weren't familiar with the place they were landing so were more susceptible.
There are other possible causes, but that is one.
That could be one explanation about the latest data from radar, they said the aircraft pitched up to an unbelievable amount (probably stalling and falling off to the side and went into a spin unrecoverable and dropping off the radar) if avionics failed you might (due to a shear) 'feel' you are dropping (or perhaps it did 'drop') causing pilot to pull the stick (wheel) into his stomach causing a stall, I know the stall warning is hard to ignore with a 'shaker' alarm (shakes the control wheel along with a alarm and lights) that only an unconscious person could ignore. I did 'find' a hole in a storm that felt like the bottom of the atmosphere fell out and actually slammed hard when we 'hit' the 'bottom'!
Of course these scenarios I am spewing are all conjecture as I don't know what happened, I just know sometimes the atmosphere will do incredible things that scare the heck out of ya!
The thunderstorm threat
The major hazard to an airplane from a thunderstorm is not lightning. Nor is it rain or clouds. It’s the convective motion of the air — the powerful up and downdrafts that can be muscular enough, in extreme cases, to upset an airplane and even damage it or worse. Not even the best-built airplane can defy strong thunderstorms, which ATC grades from Level 1 (“weak”) to Level 6 (“extreme”). ATC helps airplanes deviate around these storm cells with radar.
In a word, radar “sees” precipitation — which might mean rain, hail or snow to ATC, since current radars cannot tell the difference. Radar waves bounce off moisture and some of that energy reflects back to the radar antenna. The radar receiver detects that energy and after computer processing, shows the return on the controller’s screen.
The right radar for the right job
In the world of ATC, there are two general kinds of radar. Those used near airports are called Airport Surveillance Radars and show precipitation as a mosaic of small squares, with the darker ones indicating more precipitation. Approach controllers overlay this quilt-like mosaic atop their aircraft target display and then guide airplanes around darker areas.
Radars that track aircraft at greater distances and at higher altitudes are called Air Route Surveillance Radars. Since ARSRs show only two levels of precipitation, most are augmented by a more helpful weather overlay system called WARP, which stands for Weather And Radar Processing.
WARP gets its information from NEXRAD, or Next Generation Radar. You may be familiar with NEXRAD through its well-publicized tornado warning center in Norman, Okla. and/or its availability on the Internet. WARP processes NEXRAD data into a form useful to center controllers, which they again overlay atop aircraft blips.
NEXRAD works through its own set of 158 radars designed specifically to analyze weather. Unlike traffic control radars, NEXRAD uses Doppler-shift technology that takes advantage of the fact that a radar return has a slightly different frequency from the pulse that was sent.
This simple truth allows NEXRAD to derive valuable information of great use to controllers, including:
The highest altitude of the storm
An estimate of how much water is in the storm
The probability of hail, severe hail and the hail’s size
The speed and direction of the storm
Detecting rotating thunderstorms, which can mean the presence of tornadoes
WARP information can be up to 6 minutes old, but even so it is impressively accurate. Next to keeping airplanes safely separated, severe-weather avoidance is a controller’s highest priority.
Ask the weather man
For high-altitude aircraft such as jetliners and for radar coverage in between airports, the Federal Aviation Administration (FAA) operates 21 Air Route Traffic Control Centers across the United States. Each one is staffed with Center Weather Service Unit (CWSU) meteorologists. These specialists provide minute-by-minute weather information to aircraft, with special emphasis on hazardous weather. They also advise on weather that might affect the flow of air traffic.
Their briefings can be scheduled or unscheduled as weather conditions evolve. One of the most useful unscheduled briefings is the Center Weather Advisory (CWA), which warns in part about thunderstorms, icing and turbulence. CWAs are broadcast on receipt by both center and approach controllers to all aircraft on their frequencies and serve as a heads-up to aircraft in flight.
Sometimes a controller will simply query an aircraft for a “ride report.” The pilot answers informally as to how smooth or bumpy it is. Pilots can also ask controllers for a ride report. With several reports, the controller can assemble a mental picture of where the bumps are in his or her area. Equally, the pilots can form the same general picture since they get to know where other aircraft are as they listen to one another on the radio.
Airlines will not hesitate to spend fuel — even at today’s prices — if pilots need to deviate for reasons of turbulence. It’s a non-issue. One experienced flight attendant told the author that a co-worker on another flight had been injured because of turbulence. “It’s nothing to fool around with,” she said.
When it's turbulent, perhaps the safest thing we can do is to cinch our seat belts a bit tighter. We might, however, stop short of praying for winter.
The French Bureau d'Enquetes et d'Analyses pour la s�curit� de l'aviation civile (BEA) has recommended the European Aviation Safety Agency (EASA) to review the certification criteria for Pitot probes in icing environments.
At the time of the occurrence, most of the operator's A330 pilots had not received unreliable airspeed training. Most of these pilots had transferred from the operator's A320 fleet, and the third-party training provider had not included the topic in its A320 endorsement training program, even though it was included in the aircraft manufacturer's recommended program since 2004.
The operator identified the problem and included unreliable airspeed in its recurrent training program for the A320 from May 2009 and the A330 from October 2009.
The training provider included the topic in its endorsement program from July 2010.
controllers will usually defer to pilots and let them fly through a storm if the crew says they can and will do it.