JEWISH KING JESUS IS COMING AT THE RAPTURE FOR US IN THE CLOUDS-DON'T MISS IT FOR THE WORLD.THE BIBLE TAKEN LITERALLY- WHEN THE PLAIN SENSE MAKES GOOD SENSE-SEEK NO OTHER SENSE-LEST YOU END UP IN NONSENSE.GET SAVED NOW- CALL ON JESUS TODAY.THE ONLY SAVIOR OF THE WHOLE EARTH - NO OTHER.
1 COR 15:23-JESUS THE FIRST FRUITS-CHRISTIANS RAPTURED TO JESUS-FIRST FRUITS OF THE SPIRIT-23 But every man in his own order: Christ the firstfruits; afterward they that are Christ’s at his coming.ROMANS 8:23 And not only they, but ourselves also, which have the firstfruits of the Spirit, even we ourselves groan within ourselves, waiting for the adoption, to wit, the redemption of our body.(THE PRE-TRIB RAPTURE)
PROVERBS 23:5
5 Wilt thou set thine eyes upon that which is not? for riches certainly make themselves wings; they fly away as an eagle toward heaven.
JOB 40:18
18 His bones are as strong pieces of brass; his bones are like bars of iron.
FLIGHT RADAR24.COM-ASIA
http://www.flightradar24.com/13.08,75.06/2
NEWS FOR QZ 8501-A320-200 ON MISSING PLANE
http://israndjer.blogspot.ca/2014/12/airasia-flight-qz-8501-missing-on-way_30.html (D-3)
http://israndjer.blogspot.ca/2014/12/airasia-flight-qz-8501-missing-on-way_29.html (D-2)
http://israndjer.blogspot.ca/2014/12/airasia-flight-qz-8501-missing-on-way.html (D-1A)
http://israndjer.blogspot.ca/2014/12/airasia-flight-qz8501-missing-on-way-to.html (D-1)
ALL MH370 STORIES I DONE
http://israndjer.blogspot.ca/2014/12/airasia-flight-qz8501-missing-on-way-to.html
MH 777-17 STORIES-RUSSIA DOWNS JETLINER
http://israndjer.blogspot.ca/2014/08/mh370-2-arrested-for-stealing-20000.html
QZ 8501 A320-200 DEMENTIONS AND DATA
http://www.airbus.com/aircraftfamilies/passengeraircraft/a320family/a320/specifications/
NAMES OF PERSONS ON FLIGHT A320-200 QZ 8501
http://www.scmp.com/news/asia/article/1669513/list-passengers-air-asia-flight-qz-8501
A320-200 UPDATE-REDDIT
https://www.reddit.com/live/u5bkiqteljl4
EARTH NETWORKS-LIGHTENING STRIKES
http://www.earthnetworks.com/ournetworks/lightningnetwork.aspx
TRANS7 INDONESIA
http://translate.google.ca/translate?hl=en&sl=id&u=http://www.trans7.co.id/&prev=search
MISSING FLIGHT QZ 8501 AIR BUS A320-200-pic-Indianexpress.com
INDONESIA TIME = 12 HOURS AHEAD OF CANADA EST
http://24timezones.com/world_directory/current_jakarta_time.php
MISSING QZ 8501-A320-200 FOUND IN JAVA SEA-ALL DEAD-162-pic-gopixpic.com
QZ 8051 VIDEO
https://www.youtube.com/watch?v=0lFA7hTbb-4#t=37
https://www.youtube.com/watch?v=CMoTvDkNfYE
https://www.youtube.com/watch?v=4j9OGp4gcJM
https://www.youtube.com/watch?v=AIh15txuk3U
https://www.youtube.com/watch?v=SuFDNEuOJVI
https://www.youtube.com/watch?v=c1N9GrcoxNc
https://www.youtube.com/watch?v=2TPZlWiQAac
https://www.youtube.com/watch?v=-keUffpK0a8
https://www.youtube.com/watch?v=YaY2QY1m1ng
Channel NewsAsia -Relatives in Surabaya breaking down on hearing debris of AirAsia #QZ8501 plane has been found.
AFP-GETTY-DEBRIS FROM QZ 8501-A320-200 FOUND THIS MORNING EST-PM-IND
UPDATES-DEC 30,14-04:00PM
DAVE SOUCIE WAS ON CNN AND HE SAID THE DEBRIS IS ALL FROM THE BACK OF THE PLANE.IF THE PLANE WAS NOSE FIRST INTO THE STORM.THERES NO WAY THE BACK OF THE PLANE COULD BE DAMAGED UNLESS SOMEBODY SHOT SOMETHING AT IT.SO WHAT I FIGURE HAPPENED WAS THE PLANE WAS TURNING TO FLY HIGHER TO THE 38,000 FEET.TO AVOID THE HAIL AND STORM GOING ON.AND SOMEHOW MAYBE A TURBULENCE CAME UP WHILE THE PLANE WAS CLIMBING AND IT ONLY MADE IT TO 36,000 FEET WHEN A GIGANTIC TURBULENCE SWEPT UNDER THE TAIL OF THE QZ 8501.AND MADE IT FLY INTO A TWIRLING MOTION.WHICH THEN STALLED THE QZ 8501 AND THEN IT SOMEHOW STARTED FALLING TO THE RIGHT SIDE OF THE TAIL DOWN WARD TOWARD THE JAVA SEA.AND WETHER THE TAIL BROKE OFF SOMEHOW IN THE AIR OR WHEN IT HIT THE SEA.SOMEHOW THE QZ 8501 ENDED UP LANDING TAIL FIRST TO THE RIGHT SIDE OF THE TAIL.MAYBE WITH ALL THE SPINS GOING ON FROM THE TURBULENCE AND MAYBE A LOT OF HAIL FORCED THE TWIRL IN THE AIR.THEN THE TWIRL WAS GOING ON TILL IT FELL TAIL FIRST AND HIT THE WATER ON THE RIGHT SIDE OF THE TAIL ON IMPACT ON THE WATER.THIS WOULD BREAK OFF THE TAIL PART POSSIBLY FROM THE FRONT OF THE PLANE.AND THIS COULD ECPLAIN WHY THE DEBRIS CAME FROM THE TAIL PART OF THE PLAIN AND NOT THE FRONT.AND YES THEY DID SAY THEY DISCOVERED A DOOR FROM THE PLAIN.SO IT MIGHT HAVE BEEN THE DOOR AT THE BACK OF THE PLANE AFTER IT HIT THE WATER.THE DOOR BROKE OFF.AND FLOATED TO THE TOP.THE WATER THEN RUSHED INTO THE PLANE.DROWNING THE PASSENGERS.AS THE WATER WOULD BE SO POWERFUL ON THE HIT ON THE WATER. THAT NOBODY WOULD HAVE EVEN HAD A CHANCE TO TRY TO ESCAPE THE PLANE.JUST DEPENDS HOW THE PLANE LANDED IN THE WATER.IT MIGHT BE UPSIDE DOWN.AND THE FRONT DOORWAYS TO GET OUT WOULD HAVE BEEN BLOCKED.SO ALL THE TORENTS OF PRESSURE FROM THE FAST FLOWING WATER WOULD COME FROM THE BROKEN TAIL OF THE PLANE.AND ALL THE PEOPLE ON BOARD WOULD BE TRAPPED IN THE FRONT OF THE PLANE AND ENDED UP DROWNING FROM THE WATER GSHING UPON THEM.AND ALL THEY COULD DO IS TRY TO PROTECT THEMSELVES FROM THE HARD FLOWING WATER ON THEM. FROM THE TAIL AREA.ESPECIALLY IF THE PLANE LANDED ON ITS SIDE ON THE BOTTOM OF THE SEA.AND BLOCKED ALL THE FRONT DOORWAYS.SO NO ONE COULD ESCAPE.ALL THEY COULD DO WAS TRY TO HELP THEMSELVES GET OUTTA THEIR SEATS.AND TRY TO GRAB OTHER PEOPLE.TO GET THEM OUTTA THEIR SEATS. I PREDICT THEIR WILL BE LOTS OF PEOPLE TRAPPED IN THEIR SEATS.WERE THEY DROWN FROM THE FAST HARD WATER TAKING THEM OFF GUARD.AND THERE WAS NO WAY THEY COULD EVEN GET OUTTA THEIR SEATS.THE PLANE UP FRONT WOULD FILL UP WITH WATER FAST.AND DROWN THE PASSENGERS.I PREDICT THE ONLY ONES THAT HAD A CHANCE FOR A WHILE TO LIVE WAS THE PILOT AND CO-PILOT.BECAUSE THEY MIGHT HAVE HAD THERE DOOR CLOSED FROM THE WATER.AND THAT COULD PROTECT THEM FROM THE WATER FOR SOME TIME.BUT THE ONLY THING.THE PRESSURE FROM THE WATER MADE IT SO THE PILOTS COULD NOT OPEN THE CABIN.AND SOMEHOW.AFTER WHO KNOWS HOW LONG.THE WATER SOMEHOW DID GET INTO THE PILOTS CABIN AND DROWN THEM.I PREDICT THE PILOTS WERE THE LAST TO DIE IN THEIR CABIN.IF IT WAS CLOSED.AND IF THEIR CABIN WAS OPEN.I PREDICT THEY WERE DROWN QUICK ALSO FROM THE FAST -HARD FLOWING WATER.HERES JUST MY TAKE ON THE CRASH.BUT WE WILL FIND OUT HOW EVERYBODY REALLY WAS DROWN.OR DIED IN SOME OTHER WAY.
18.6.1 Spin Modes
The word “spin” can be used in several different ways, which we will discuss below. The spin family tree includes:“departure”, i.e. onset of undamped rolling;incipient spin — i.e. one that has just gotten started; or well-developed spin, which could be a steep spin, or a flat spin.
Figure 18.5 shows an airplane in a steady spin. You can see that the direction of flight has two components: a vertical component (down, parallel to the spin axis) and a horizontal component (forward and around).Figure 18.6 is a close-up of a wing in a steep spin. We have welded a pointer to each wingtip, indicating the direction from which the relative wind would come if the wing were producing zero lift; we call this the Zero-Lift Direction (ZLD). (For a symmetric airfoil, the ZLD would be aligned with the chord line of the wing.) Remember that the angle between the direction of flight and the ZLD pointer is the angle of attack.
Figure 18.7: Steep Spin — Coefficient of Lift-In this situation, both wingtips have the same vertical speed, but they have significantly different horizontal speeds — because of the rotation. Consequently they have different directions of flight, as shown in the figure. This in turn means that the two wingtips have significantly different angles of attack, as shown in figure 18.7. The two wings are producing equal amounts of lift, even though one is in the stalled regime and one in the unstalled regime.Figure 18.8: Flat Spin — Geometry-Figure 18.8 shows another spin mode. This time the rotation rate is higher than previously. The spin axis is very close to the right wingtip. The outside wing is still unstalled, while the inside wing is very, very deeply stalled, as shown in figure 18.9.Figure 18.9: Flat Spin — Coefficient of Lift-Figure 18.10: Doubly Stalled Flat Spin — Coefficient of Lift-Figure 18.10 shows yet another possible spin mode. In this case, the outside wing is stalled, while the inside wing is, of course, much more deeply stalled. Whether this spin mode, or the one shown in figure 18.9 (or both or neither) is stable depends on dozens of details (aircraft shape, weight distribution, et cetera).There is a common misconception that in a spin, one wing is stalled and the other wing is always unstalled. This is true sometimes but not always, especially not for flat spins.
It would be better to define “spin” as follows:In a spin, at least one wing is stalled,and the two wings are operating at very different angles of attack.18.6.2 Samaras, Flat Spins, and Centrifugal Force.A samara is a winged seed. Maples are a particularly well known and interesting example.Maple samaras have only one wing, with the seed all the way at one end. Its mode of flight is analogous to an airplane in a flat spin. In an airplane, the inside wing is deeply stalled, while in the samara the inside wing is missing entirely.In a non-spinning airplane, if one wing were producing more lift than the other, that wing would rise. So the question is, why is a flat spin stable? Why doesn’t the outside wing continue to roll to ever-higher bank angles? The secret is centrifugal force.14 Suppose you hold a broomstick by one end while you spin around and around; the broomstick will be centrifuged outward and toward the horizontal.In an airplane spinning about a vertical axis, the high (outside) wing will be centrifuged outward and downward (toward the horizontal), while the low (inside) wing will be centrifuged outward and upward (again toward the horizontal). In a steady flat spin, these centrifugal forces cancel the rolling moment that results from one wing producing a lot more lift than the other. This is the only example I can imagine where an airplane is in a steady regime of flight but one wing is producing more lift than the other.As discussed in reference 20, an aircraft with a lot of mass in the wings will have a stronger centrifugal force than one with all the mass near the centerline of the fuselage. In particular, an aircraft with one pilot and lots of fuel in the wing tanks could have completely different spin characteristics than the same aircraft with two pilots and less fuel aboard.
http://www.av8n.com/how/htm/spins.html
A short primer on turbulence-By Andrea Sachs November 9, 2012-the washington post
On a recent flight to New Orleans, our 65-seat plane was gliding through the sky as smoothly as a swan on an unruffled lake. Then it hit a bump. And another. A soda on a tray sloshed in its cup. The aircraft dipped, pitched and dropped several feet. A couple calmly set down their sandwiches and locked hands. The flight attendant suspended beverage service and strapped herself into her seat. I looked out the window, at the clear blue sky and the bunny-tail clouds, and cursed the diabolical force that I could feel but not see.When planes hit turbulence, we often start to despair and think the worst. Falling to the ground like a disabled bird, for example. But experts tell us to banish those doomsday thoughts.“Planes don’t come crashing out of the sky,” said Patrick Smith, a pilot with 20 years of experience. (One exception: If you’re Denzel Washington playing a tortured soul who lands a plane upside down in the new film “Flight.” ) Brian Tillotson, a senior technical fellow at Boeing, once comforted a nervous flier with this warm biscuit of wisdom: “This plane is designed to survive a crash, and this is nothing.” He recommends that timid travelers adopt his mantra as their own high-altitude om.Despite the hard facts and the placating statements, turbulence can rattle even fliers with nerves of reinforced steel. Two main factors weaken our resolve like kryptonite: our lack of control and our limited understanding of atmospheric conditions and airplane mechanics.“Turbulence is far and away the number one concern of fearful fliers,” said Smith, who hosts the Web site Ask the Pilot. “If I get 10 letters from nervous fliers, nine of them are questions about rough air.”Instead of staying in the dark, where things go bump in the cabin, I turned to scientific and airline industry experts and asked them to demystify turbulence and describe any advances in the art of its detection and avoidance. Armed with this knowledge, we can sprout wings of confidence that will carry us gently through the rough spots.
What is it?
By simple definition, turbulence is a disturbance in the regular flow of air. (Experts often use water as an analogy, such as an eddy on a river or a fish in the waves.) The agitated air moves up or down or sideways, putting pressure on the plane’s wings. The vessel responds by pitching like a rodeo bronco or bouncing like a pogo stick. A plane, however, is not easily bullied by rogue air. It’s built to resist. (For visual proof, check out the YouTube video of Boeing testing the wing strength of the 787.) “On a roller coaster, everyone is screaming for joy,” said Larry Cornman, a physicist at the National Center for Atmospheric Research in Boulder, Colo. “In an aluminium tube 30,000 feet in the air, it’s the same principle, but you have no control.”Atmospheric chop is not monolithic but divided into subgroups with distinct characteristics. Clear-air turbulence is caused by variations in the jet stream. It ramps up in winter, when the jet stream — zippy air currents in the Earth’s atmosphere — migrates south, and often plagues flight paths over the Pacific. Convective turbulence is created by thunderstorms and often occurs in the summer, when rumbling storms dominate the weather forecasts. Low-level turbulence is associated with strong winds, terrain and buildings, while wake vortex turbulence results from a lift as strong as a tornado. Finally, if you’ve ever flown over the Rockies and landed at Denver’s international airport, you’ve probably witnessed your cup of coffee shimmy and shake. The culprit: mountain wave turbulence.“Turbulence is normal. It’s part of the sky,” said Smith. “It’s not about the plane but where the plane is.”Turbulence follows a rating system similar to that of a spice-o-meter at an Indian restaurant — light, moderate, severe and extreme. Cornman describes the stages, from mild to serious, as water rippling in a glass, liquid flowing out of the vessel and the cup flying through the air. Most passengers experience the swirling and spilling phases, but never the most intense situations, which can cause injuries and structural damage. When a weather system threatens such peril, pilots do their utmost to avoid the roiling air. If stuck in an ugly patch, they will attempt to steer the plane toward calmer air, climbing to a higher altitude or changing course.Pilots rely on numerous systems to track turbulence, including weather forecasts, radar, communication with air traffic control and updates from other planes in the vicinity.“In general, we have a reasonably good idea of where the rough air is,” said Smith. “But it can be more of an art than a science.”
Getting a bead on it
To help take the guesswork out of the pin-the-tail-on-the-turbulence game, physicists and other industry specialists are working on innovations that detect unsettled air. For instance, Boeing installed the Vertical Gust Suppression System in the new 787 Dreamliner. VGSS acts like a super-beagle: Sensors in the plane’s nose detect volatile air, then relay the message to the aircraft’s brain, which automatically makes adjustments to reduce the bump. Passengers will probably sleep right through the tweak.In May, the company received a patent on another invention, a GPS unit that can read the “twinkle” of the radio waves for more than 200 miles, thereby identifying erratic air flow. (Quick debriefing: Stars appear to twinkle when upset air bends and bobbles the light as it travels through the atmosphere; same deal with radio waves. Apologies for crushing the fantasy of stargazers who thought that little aliens living on stars were flicking their bedroom lights on and off.) At this early stage, no planes are equipped with the GPS unit.Cornman, who was instrumental in the GPS program, is also tackling the turbulence issue at the federally funded center. Under the sponsorship of the Federal Aviation Administration, he and collegues developed the In Situ Turbulence Reporting Program, detection software that allows participating airlines (Delta, United and Southwest so far) to share reports on rough air. Also in his bag of new tricks: radar software that can track “stuff embedded in the air,” a useful tool for recognizing convective turbulence, and “lidar,” lasers that detect small particles in visibly clear air and measure their motion. Delta uses the new radar capability, and the Hong Kong airport has installed the uber-lasers. Researchers are also throwing some brain cells at improving weather forecasting, which could inform pilots of upcoming chop.“Turbulence is pretty dynamic,” he said. “Pinning it down is pretty hard.”
Dear Abby of turbulence
Despite the elusive nature of air, Peter Murray has dedicated a half-dozen years to hunting down turbulence and sharing his spoils with the world. In 2004, the Michigan native’s girlfriend moved to Maryland. Afraid of flying, he resolved to overcome his phobia for the sake of his love life. His long-distance relationship produced a brilliant offspring: the Turbulence Forecast, a Web site that maps out turbulence in flight paths across continents and over oceans.Murray, who specializes in computers, not atmospheric science, pools information from NOAA, weather reports, pilot reports and other sources. The information updates every 20 minutes. On Monday afternoon, for example, a map of the States showed some rough air in Florida, between 27,000 and 41,000 feet, and Southern California, at 9,000 feet. In addition, Murray moonlights as the Dear Abby of turbulence-phobics. Visitors can submit a question about the conditions of an upcoming flight.
A recent posting:
Concerned flier: “Once again chicago to the NY metro area . . . thursday, 10/25 . . . . hoping for a smooth flight as always! thanks for all you do here!”Murray: “Some bumps out of MDW, but the rest is looking nice!”Murray (again, the next morning): “Looks very nice! Some bumps on your takeoff and landing.”Relieved flier: “It was totally fine! thanks for the forecast.”The traveler ended the message with a smiley face.
Calming the nerves
If you’re a nervous passenger, you’ve most likely heard this one before: Flying is safer than driving.
Don’t argue with the prophet, because it’s true.“Commercial air traffic, in terms of turbulence, is pretty darn safe,” said Cornman. As evidence, he cited the last crash caused by turbulence — in 1966 near Mount Fuji in Japan.In 2010, the National Highway Traffic Safety Administration reported 9,442,000 car accidents, including more than 22,000 fatalities and almost 2 million injuries. The same year, the National Transportation Safety Board documented one major accident and 14 injuries on commercial planes, and no fatalities.But don’t be so quick to unbuckle your seatbelt and freely roam the cabin. Turbulence is the No. 1 cause of in-flight injuries, with crew members often suffering the highest number of bangs, bruises and broken bones. The FAA reported that turbulence injured five passengers and 28 crew members last year. Over the same period, the NTSB investigated 10 turbulence-related accidents.“If people followed the rules,” said Smith, “the statistics would be even lower.”Protecting yourself is as easy as insert, click, adjust. Even when the pilot turns off the sign, keep your seatbelt on. If the plane suddenly jolts, you don’t want to bump heads with the ceiling.You can also reduce the intensity of turbulence with a little planning. Larger jets provide more stability than smaller planes. For example, in the same wily patch of air, a passenger in a 747 might feel a mild bounce, while a traveler in a six-seat Cessna might complain of moderate bumps. Also, choose a seat in the middle rows, over the wings, instead of in the front or back of the cabin.“Imagine a soda straw. Hold it in the middle and see how it flops,” explained Tillotson of the phenomenon. “Air pushes on the wing. The nose and tail bounce.”Most important, remember that the rockiness will pass. With this as your mantra, sit back and enjoy the short ride on the atmosphere’s waves.“Instead of the seatbelt sign,” said Cornman, “the pilot should turn on the ‘wheee!’ sign.”I’ll throw up my hands to that.Andrea Sachs (not the one who wears Prada) has been writing for Travel since 2000. She travels near (Ellicott City, Jersey Shore) and far (Burma, Namibia, Russia), and finds adventure no matter the mileage. She is all packed for the Moon or North Korea, whichever opens first.
STALLS
Since stalls are the cause of much concern among student pilots and the non-flying public, we will discuss them here. We mentioned that an airplane must attain flying speed in order to take off. Sufficient airspeed must be maintained in flight to produce enough lift to support the airplane without requiring too large an angle of attack. At a specific angle of attack, called the critical angle of attack, air going over a wing will separate from the wing or "burble" (see figure 1 ), causing the wing to lose its lift (stall). The airspeed at which the wing will not support the airplane without exceeding this critical angle of attack is called the stalling speed. This speed will vary with changes in wing configuration (flap position). Excessive load factors caused by sudden manoeuvres, steep banks, and wind gusts can also cause the aircraft to exceed the critical angle of attack and thus stall at any airspeed and any attitude. Speeds permitting smooth flow of air over the airfoil and control surfaces must be maintained to control the airplane.Flying an airplane, like other skills that are learned, requires practice to remain proficient. Professional pilots for the major airlines, military pilots, and flight instructors all return to the classroom periodically for updating their skills. Good judgment must be exercised by all pilots to ensure the safe and skilful operation of the airplanes they fly.
Desirable Stalls
A "stall" occurs as a result of one of two events:
1. The wings can not support the load of the weight being carried.
2. The horizontal tail can not provide the pitching authority needed to support the wing loading (tail stall)
3. 1 and 2 have to do with an aircraft that has exceeded its critical angle of attack.
The normal stall is when the wing stalls. When the tail stalls it is called a tail-stall. The tail stalls are very abrupt and the nose pitches down near the vertical. This stall increases the effective AOA of the tail. The stall can tuck the aircraft inverted with negative G-forces. The most desirable stall occurs when the wing root stalls first and moves outward to the wing tip. This desirable stall can be built into the wing by twisting the wing, adding slots to the wing tip, putting stall/spoiler strips to the leading edge of the root. The noise you first hear is the vibration of erratic air hitting the tail surfaces.Every aircraft type and even aircraft of the same type will have stalling characteristics affected by weight distribution, wing loading, its critical angle of attack, control movement, configuration, and power. Higher powered aircraft can often be flown out of the stall by the addition of power. The purpose of such a stall recovery is to minimize any loss of altitude. This is a more aggressive stall recovery than the usual lower the nose technique.Stall characteristics are often 'discovered' after the aircraft has gone into production. The manufacturer-government license agreement requires that all production aircraft adhere to original construction so some modifications are incorporated. The most expensive fix is construction of a leading edge slot. A 'cuff' or drooped leading edge may be used, a series of protrusions on the upper wing surface may be used to direct air flow even to the extent of being full chord 'fences' to prevent span-wise flow. The addition of a small triangular strip on the leading edge of the wing can cause the airflow over the surface to break and burble sooner than otherwise. This, rather common, method, is the least expensive fix of all. The design should be such that the stall occurs progressively from root to tip. The tips have a lower angle of attack than the root. Recovery of a stall begins at the tips and proceeds to the root. This design allow ailerons to remain effective for longer periods. This is a defence against the rudder-shy pilot who reacts with aileron for a wing drop rather than rudder.Government stall tests are not made with slips or skids. While the old saw of slips being good and skids being bad may be true, it is only partially true. A stall that occurs in a slip or skid may occur at a higher speed than expected. Any deflection of the ailerons will increase the stall onset. Any aggravation of the stall by increasing the back pressure may result in sudden attitude changes due to turning and unequal wing speed. The attitudes resulting may be a combining of yaw, roll, and spin entry.As the stall approaches the ailerons become ineffective first. Elevators follow when the airflow from the wing becomes turbulent. This turbulence is your natural stall warning. As the stall approaches, students tend to under react with the required rudder pressure to keep the wing speeds balanced. A more aggressive application of rudder in the beginning is more desirable.When the stall occurs that will kill you it won't be at 2500 feet AGL….It won't be done intentionally and you won't expect it. It'll happen on short final, right after takeoff or on the go around from a short strip You'll be distracted (which is why you've allowed this to develop) and will need to make an immediate and proper corrective action. The only way to develop that reflex is with practice but not a low altitudes.
Wings in the Stall
The manner in which the stall cues are transmitted is dependent upon wing shape, twist (washin/washout) and installed features such as strips, slots or flaps. Together these cues provide the pilot a warning of the stall onset. With washout the wing is mounted in a jig and twisted to lower the angle of incidence at the wing tip while being built.. Impact air on the bottom of the wing still provides some residual lift but not enough to keep the airplane flying.Ailerons in the stall will only aggravate it. Ailerons change to chord line of the wing to create lift and movement along the roll axis. When the aileron is stalled, their movement causes roll that is contrary to what you either want or expect. Once the recovery is initiated with forward yoke and rudder the use of ailerons may or may not be helpful depending on the aircraft. This difference is aileron effectiveness is related to the washin/washout or twist given to the wing progressively toward the tips. Tips stall last and recover first in most modern aircraft due to a decreased angle of incidence. Aircraft design determines the aircraft stall characteristics.A stall progression, if the same on both wings, will result in a straight ahead nose drop with no rotation about the roll axis. Not all stalls are symmetrical and the pilot will experience an abrupt drop of one wing or the other. The instinctive reaction to this by the inexperienced will be a reaction to lift the fallen wing by using the aileron. WRONG! Only the rudder can effectively stop the rolling of the aircraft. The falling wing can be decisively raised only with opposite rudder. This rudder causes the falling wing to increase in speed by moving forward. You may still be stalled but the rotation was caused by a non-symmetrical stall. Rudder can make the stall symmetrical without the rolling.When the angle of attack reaches a certain point the drag is so great that full power will be inadequate to maintain altitude. At this point you are flying 'behind the power curve'. In this condition your only recourse is to sacrifice altitude by lowering the nose. Without sufficient altitude to allow the aircraft to resume un-stalled flight, this is not a viable option. This is the flight situation that arrives in entry to a full-power-on stall. With power full and stalled any misuse of the rudder or ailerons will precipitate a relatively quick spin entry.
Rudder in the stall
A spin can be prevented even when aggravated by the ailerons if the pilot maintains directional control through use of the rudder. A spin can only occur with the addition of yaw in the stall. The rudder can and should be used to prevent any yaw in the stall and the recovery procedure. The correct use of rudder in stalls is essential. The rudder controls the yaw which means it can keep the speed of each wing the same or cause one to be ahead (faster) than the other. The slower wing will stall first and drop. Any effort to raise the wing with aileron will add drag and deepen the wing's stall.The rudder is the last control to lose effectiveness. Even in the stall if there is some forward momentum there is some degree of effectiveness. In a stall entry you first lose aileron control, then elevator and lastly rudder. On recovery, you gain rudder control first then elevator and lastly aileron. As the most effective control during slow speed manoeuvres rudder, correctly applied, can compensate for the lost effectiveness of the ailerons. The rudder can be used to keep the wings level to the relative wind. Such level wings causes the stall break to be without a wing dropping. Keeping the ball of the inclinometer in the centre gives assurance that the tail is following the nose. This is coordinated flight. If the heading indicator is held steady with a very gradual application of right rudder, little or no aileron movement will be required to keep wings level.
PTS Stalls
PTS wants 20-degree banks for power-on stalls and up to 30 degrees for power-off stalls. The stall recovery puts the nose on or very slightly below the horizon. The pilot applies full power and corrects for any stall-induced roll with the rudder.
Clearing Turns
There are certain aspects of training stalls that are the same for all of them. Every stall should (must) be preceded by 90 degree clearing turns left and right. (The clearing turns should be as precise as to amount of turn, angle of bank, altitude, and heading as though they were part of the stall process.) The well performed practice stall will result in an initial loss of 100'. The actual stall may be called as incipient, partial, full, or aggravated. The longer a stall is aggravated or held, the more airspeed decreases. This means either more power or altitude will be required during recovery. The recovery is always with full power, no flaps, in a climb, and at best rate of climb speed (65 kts). An old FAA recommendation was that 300' be gained during recovery but the time required is not practical in many cases. Trim for any climb.
Deep Stall
A deep stall can occur when the aircraft is in a very high angle-of-attack and high drag configuration as in minimum controllable. Airplanes, by design, will enter this undesirable mode only when loaded outside weight and centre-of-gravity limits. Recovery from a deep stall may be possible only by changing the C. G. of the aircraft. Don't do stalls if you don't know the status of your C. G.The deep stall occurs when the rearward centre of gravity makes it so that the nose cannot be lowered with full elevator deflection. The stall angle of attack is exceeded by a margin well beyond the normal angle. The pitch-up is rapid and uncontrollable. The effectiveness of the horizontal stabilizer and elevator is dependent on the flow of the relative wind over these tail surfaces. The airflow over the tail surfaces is greatly reduced at slow speeds and high angles of attack. The nose will remain high with a very high rate of descent until the tail surfaces stall or until effectiveness can be restored. The use of full flaps can precipitate this condition in wind-shear conditions. T-tail aircraft are more prone, simply because there is no prop-wash to augment any relative wind needed to load the tail surfaces.
Accelerated Stall
There is an airspeed at which a wing will stall at 1 g in level flight. This is calculated at gross weight using an airspeed selected by the manufacturer. You will find this at the bottom of the green arc on the ASI (Vs1) . With gear and flaps the bottom of the white arc is Vso. The accelerated stall is a stall that occurs at a wing loading over 1 g.There is a portion of any airplane's flight envelope where the addition of a load factor above 1 g will produce a stall at a higher airspeed than Vs1 and not hurt the airplane. You will find this portion of the flight envelope between Vs1 and Va, which is the manoeuvring speed for that airplane. Within this area we can define the accelerated stall. Not above Va, because above Va, structural damage to the airplane has occurred before the accelerated stall has occurred.The one common denominator in all stalls is the critical angle of attack. Every stall is a function of angle of attack and not airspeed or load factor, even though these factors are present in the accelerated stall. You can stall an airplane at various airspeeds and load factors, but at only one angle of attack. Angle of attack is the key to understanding stall, especially the accelerated stall.This stall is unique in that the ailerons are used for the recovery. It is called accelerated because the stall occurs at relatively high speeds while the aircraft is subject to greater than normal G-forces. The factor that causes this is the high wing loading due to a steep bank. Any steep bank with abrupt yoke pressure to hold altitude can lead to this stall.
Entry
Make clearing turns at cruise. Enter a 45 degree steep bank at level altitude and cruise speed. Hold that altitude and bank while applying carburettor head and smoothly-gradually reduce power to OFF. Increase back pressure to prevent ANY loss of altitude. If the back pressure is abruptly applied any stall will be rapid and severe. If VSI goes down you will go down shortly thereafter. It this happens, start procedure over again. Yoke must come full back and up to get stall. The resulting centrifugal forces will increase the wing loading. The plane will stall at a higher speed because of the excessive manoeuvring loads. Any descent will void entire procedure. Practice at altitude and keep your turns coordinated.If you have the yoke all the way back and the power is off, you have done as much as you can to make it stall. Try doing the manoeuvre a bit faster and you may get the break you are looking for. This stall is unique in that the ailerons remain effective so it can be quickly broken just be levelling the wings.
Recovery:
Since stall occurs at a higher speed, ailerons will still be effective and recovery may be initiated by levelling wings and using rudder. The accidental entry can occur from any steep bank done with abrupt yoke pressure while endeavouring to hold altitude. This is the only stall that does not require the nose to be lowered and in which the ailerons remain effective. Failure to initiate stall recovery can result in a power-on spin. Uncoordinated rudder will give a spin entry. (see spins) This is the stall that is apt to occur when you are turning base to final and you have over-shot the runway. You increase the bank angle and pull back on the yoke to hold the nose up. The g-load increases and you do not have altitude to recover if a spin results. The difference here has to do with the use of rudder and existence of yaw. Uncoordinated you get the spin entry, coordinated you get an accelerated stall.
Accelerated Stall Situations
To unload the wing you "step on the blue" along with forward yoke to break the stall and lower the load factor. Then use top rudder to initiate the recovery. Very often in an unusual attitude, the pilot will pull back on the yoke. The unusual attitude requires that the angle of attack be lowered and the stall broken. It is the instinctive response to the unusual attitude that makes breaking the stall difficult to achieve. Attempting to level the wings with the ailerons will produce extreme attitude changes unless the stall is broken first.If the aircraft is trimmed for an approach speed, a spiral dive derived from an unusual attitude may increase the speed so that levelling the wings will tear the aircraft apart. Excessive load must be reduced by pushing forward on the yoke.http://www.pilotfriend.com/training/flight_training/fxd_wing/stalls.htm
Bodies, debris from missing AirAsia plane pulled from sea off Indonesia-Reuters-By Gayatri Suroyo and Adriana Nina Kusuma-DEC 30,14-YAHOONEWS
SURABAYA, Indonesia/JAKARTA (Reuters) - Indonesian rescuers searching for an AirAsia plane carrying 162 people pulled bodies and wreckage from the sea off the coast of Borneo on Tuesday, prompting relatives of those on board watching TV footage to break down in tears.Indonesia AirAsia's Flight QZ8501, an Airbus A320-200, lost contact with air traffic control early on Sunday during bad weather on a flight from the Indonesian city of Surabaya to Singapore.The navy said 40 bodies had been recovered. The plane has yet to be found."My heart is filled with sadness for all the families involved in QZ8501," airline boss Tony Fernandes tweeted. "On behalf of AirAsia, my condolences to all. Words cannot express how sorry I am."The airline said in a statement that it was inviting family members to Surabaya, "where a dedicated team of care providers will be assigned to each family to ensure that all of their needs are met".Pictures of floating bodies were broadcast on television and relatives of the missing already gathered at a crisis centre in Surabaya wept with heads in their hands. Several people collapsed in grief and were helped away.Yohannes and his wife were at the center awaiting news of her brother, Herumanto Tanus, and two of his children who were on board the doomed flight.The Tanus family had been on their way to visit Herumanto's son, who studies in Singapore and who traveled to Surabaya on Monday after the plane went missing."He cries every time he watches the news," Yohannes said.The mayor of Surabaya, Tri Rismaharini, comforted relatives and urged them to be strong."They are not ours, they belong to God," she said.
SEARCHING THROUGH THE NIGHT
A navy spokesman said a plane door, oxygen tanks and one body had been recovered and taken away by helicopter for tests."The challenge is waves up to three meters high," Fransiskus Bambang Soelistyo, head of the Search and Rescue Agency, told reporters, adding that the search operation would go on all night. He declined to answer questions on whether any survivors had been found.About 30 ships and 21 aircraft from Indonesia, Australia, Malaysia, Singapore, South Korea and the United States have been involved in the search.The plane, which did not issue a distress signal, disappeared after its pilot failed to get permission to fly higher to avoid bad weather because of heavy air traffic, officials said.It was traveling at 32,000 feet (9,753 meters) and had asked to fly at 38,000 feet, officials said earlier.Pilots and aviation experts said thunderstorms, and requests to gain altitude to avoid them, were not unusual in that area.The Indonesian pilot was experienced and the plane last underwent maintenance in mid-November, the airline said.Online discussion among pilots has centered on unconfirmed secondary radar data from Malaysia that suggested the aircraft was climbing at a speed of 353 knots, about 100 knots too slow, and that it might have stalled. Investigators are focusing initially on whether the crew took too long to request permission to climb, or could have ascended on their own initiative earlier, said a source close to the probe, adding that poor weather could have played a part as well.He cautioned that the investigation was at an early stage and the black box flight recorders had yet to be recovered.
CLUES WHEN THINGS GO WRONG
The plane, whose engines were made by CFM International, co-owned by General Electric and Safran of France, lacked real-time engine diagnostics or monitoring, a GE spokesman said.Such systems are mainly used on long-haul flights and can provide clues to airlines and investigators when things go wrong.Three airline disasters involving Malaysian-affiliated carriers in less than a year have dented confidence in the country's aviation industry and spooked travelers across the region.Malaysian Airlines Flight MH370 went missing on March 8 on a trip from Kuala Lumpur to Beijing with 239 passengers and crew on board and has not been found. On July 17, the same airline's Flight MH17 was shot down over Ukraine, killing all 298 people on board.Bizarrely, an AirAsia plane from Manila skidded off and overshot the runway on landing at Kalibo in the central Philippines on Tuesday. No one was hurt.On board Flight QZ8501 were 155 Indonesians, three South Koreans, and one person each from Singapore, Malaysia and Britain. The co-pilot was French.U.S. law enforcement and security officials said passenger and crew lists were being examined but nothing significant had turned up and the incident was regarded as an unexplained accident.Indonesia AirAsia is 49 percent owned by Malaysia-based budget carrier AirAsia.The AirAsia group, including affiliates in Thailand, the Philippines and India, had not suffered a crash since its Malaysian budget operations began in 2002.
2 MORE INCIDENTS HAVE OCCURED WITH AIRASIA FLIGHTS.
AirAsia planes in fresh incidents in Thailand and Philippines-Published: 30 December 2014-The Malaysian Insider-(1:30PM est can)
A photo of AirAsia flight Z2272 which had overshot the runway at Kalibo airport in Boracay island this evening. The photo is from the Twitter account of Filipino journalist Jet Damazo-Santos. – Twitter pic, December 30, 2014.A photo of AirAsia flight Z2272 which had overshot the runway at Kalibo airport in Boracay island this evening. The photo is from the Twitter account of Filipino journalist Jet Damazo-Santos. – Twitter pic, December 30, 2014.An AirAsia flight bound for northeast Thailand turned back to the capital Bangkok shortly after takeoff today when pilots detected an "irregularity" in the storage compartment, airline officials said.Just hours later, another AirAsia jet – this time in the Philippines – skidded off the runway on arrival at a popular resort island, causing no injuries but shutting the small airport, the airline and police confirmed.The incidents come as search teams spotted wreckage and bodies in the sea, which was confirmed to be from Indonesia AirAsia flight QZ8501 that vanished in a storm Sunday en route from Surabaya in Indonesia to Singapore with 162 people aboard.In the Philippines, AirAsia flight Z2272, which was flying from Manila overshot the runway in Kalibo airport as it landed in bad weather on the tourist island of Boracay this afternoon.Police spokeswoman Nida Gregas confirmed to AFP that there were no injuries and all 153 passengers and crew were safely evacuated from the aircraft.Singapore's Straits Times reports that several posts on social media showed emergency slides being deployed from the Airbus A320 plane, after it had come to a halt on a grassy field.Passenger Jet Damazo-Santos tweeted at 5.50pm: "Just landed in Kalibo on an AirAsia flight that overshot runway," according to the Singapore daily.Damazo-Santos is a Filipino journalist and had also posted several photos on her Twitter account, saying that no one seemed to be hurt.The Airbus A320, which had departed from Manila, was operated by AirAsia Zest, an affiliate of Philippines AirAsia.Damazo-Santos also tweeted: "Weather was bad because of #seniangph. Plane came to a very abrupt stop," she said, referring to tropical storm Seniang."Engine was shut immediately, we were told to leave bags, deplane asap. Firetruck was waiting. Seems handled well."Earlier today, AirAsia flight FD3254 returned to Bangkok's Don Mueang International Airport soon after departing for Khon Kaen at 11.10 am (12.10pm Malaysian time).It was allowed to resume service after engineers ruled out any technical problems."After departure from Don Mueang, the pilots detected a minor irregularity in the storage area, thus in the interest of safety the flight returned to land at Don Mueang Airport for a detailed inspection," said Thai AirAsia in a statement."Engineers did not discover any issues compromising the safety of flight FD3254," it said.No passengers cancelled their flights and the plane arrived at its destination an hour behind schedule, officials said.An AirAsia spokesman at Don Mueang Airport said the pilots turned back after "hearing some noise in the luggage compartment". He could not confirm the reason for the noise.Around two hours later a Thai Airways Airbus A340-600 from Bangkok to London was forced to return to the Thai capital shortly after take off, after the pilot reported a technical problem."The plane had a problem with the hydraulic system, as a result the pilot decided to fly back to Suvarnabhumi Airport," according to a Thai Airways statement. – AFP, December 30, 2014.- See more at: http://www.themalaysianinsider.com/malaysia/article/airasia-planes-in-fresh-incidents-in-thailand-and-philippines#sthash.rDQ0fWtU.dpuf
PROVERBS 23:5
5 Wilt thou set thine eyes upon that which is not? for riches certainly make themselves wings; they fly away as an eagle toward heaven.
JOB 40:18
18 His bones are as strong pieces of brass; his bones are like bars of iron.
FLIGHT RADAR24.COM-ASIA
http://www.flightradar24.com/13.08,75.06/2
NEWS FOR QZ 8501-A320-200 ON MISSING PLANE
http://israndjer.blogspot.ca/2014/12/airasia-flight-qz-8501-missing-on-way_30.html (D-3)
http://israndjer.blogspot.ca/2014/12/airasia-flight-qz-8501-missing-on-way_29.html (D-2)
http://israndjer.blogspot.ca/2014/12/airasia-flight-qz-8501-missing-on-way.html (D-1A)
http://israndjer.blogspot.ca/2014/12/airasia-flight-qz8501-missing-on-way-to.html (D-1)
ALL MH370 STORIES I DONE
http://israndjer.blogspot.ca/2014/12/airasia-flight-qz8501-missing-on-way-to.html
MH 777-17 STORIES-RUSSIA DOWNS JETLINER
http://israndjer.blogspot.ca/2014/08/mh370-2-arrested-for-stealing-20000.html
QZ 8501 A320-200 DEMENTIONS AND DATA
http://www.airbus.com/aircraftfamilies/passengeraircraft/a320family/a320/specifications/
NAMES OF PERSONS ON FLIGHT A320-200 QZ 8501
http://www.scmp.com/news/asia/article/1669513/list-passengers-air-asia-flight-qz-8501
A320-200 UPDATE-REDDIT
https://www.reddit.com/live/u5bkiqteljl4
EARTH NETWORKS-LIGHTENING STRIKES
http://www.earthnetworks.com/ournetworks/lightningnetwork.aspx
TRANS7 INDONESIA
http://translate.google.ca/translate?hl=en&sl=id&u=http://www.trans7.co.id/&prev=search
MISSING FLIGHT QZ 8501 AIR BUS A320-200-pic-Indianexpress.com
INDONESIA TIME = 12 HOURS AHEAD OF CANADA EST
http://24timezones.com/world_directory/current_jakarta_time.php
MISSING QZ 8501-A320-200 FOUND IN JAVA SEA-ALL DEAD-162-pic-gopixpic.com
QZ 8051 VIDEO
https://www.youtube.com/watch?v=0lFA7hTbb-4#t=37
https://www.youtube.com/watch?v=CMoTvDkNfYE
https://www.youtube.com/watch?v=4j9OGp4gcJM
https://www.youtube.com/watch?v=AIh15txuk3U
https://www.youtube.com/watch?v=SuFDNEuOJVI
https://www.youtube.com/watch?v=c1N9GrcoxNc
https://www.youtube.com/watch?v=2TPZlWiQAac
https://www.youtube.com/watch?v=-keUffpK0a8
https://www.youtube.com/watch?v=YaY2QY1m1ng
Channel NewsAsia -Relatives in Surabaya breaking down on hearing debris of AirAsia #QZ8501 plane has been found.
AFP-GETTY-DEBRIS FROM QZ 8501-A320-200 FOUND THIS MORNING EST-PM-IND UPDATES-DEC 30,14-04:00PM
DAVE SOUCIE WAS ON CNN AND HE SAID THE DEBRIS IS ALL FROM THE BACK OF THE PLANE.IF THE PLANE WAS NOSE FIRST INTO THE STORM.THERES NO WAY THE BACK OF THE PLANE COULD BE DAMAGED UNLESS SOMEBODY SHOT SOMETHING AT IT.SO WHAT I FIGURE HAPPENED WAS THE PLANE WAS TURNING TO FLY HIGHER TO THE 38,000 FEET.TO AVOID THE HAIL AND STORM GOING ON.AND SOMEHOW MAYBE A TURBULENCE CAME UP WHILE THE PLANE WAS CLIMBING AND IT ONLY MADE IT TO 36,000 FEET WHEN A GIGANTIC TURBULENCE SWEPT UNDER THE TAIL OF THE QZ 8501.AND MADE IT FLY INTO A TWIRLING MOTION.WHICH THEN STALLED THE QZ 8501 AND THEN IT SOMEHOW STARTED FALLING TO THE RIGHT SIDE OF THE TAIL DOWN WARD TOWARD THE JAVA SEA.AND WETHER THE TAIL BROKE OFF SOMEHOW IN THE AIR OR WHEN IT HIT THE SEA.SOMEHOW THE QZ 8501 ENDED UP LANDING TAIL FIRST TO THE RIGHT SIDE OF THE TAIL.MAYBE WITH ALL THE SPINS GOING ON FROM THE TURBULENCE AND MAYBE A LOT OF HAIL FORCED THE TWIRL IN THE AIR.THEN THE TWIRL WAS GOING ON TILL IT FELL TAIL FIRST AND HIT THE WATER ON THE RIGHT SIDE OF THE TAIL ON IMPACT ON THE WATER.THIS WOULD BREAK OFF THE TAIL PART POSSIBLY FROM THE FRONT OF THE PLANE.AND THIS COULD ECPLAIN WHY THE DEBRIS CAME FROM THE TAIL PART OF THE PLAIN AND NOT THE FRONT.AND YES THEY DID SAY THEY DISCOVERED A DOOR FROM THE PLAIN.SO IT MIGHT HAVE BEEN THE DOOR AT THE BACK OF THE PLANE AFTER IT HIT THE WATER.THE DOOR BROKE OFF.AND FLOATED TO THE TOP.THE WATER THEN RUSHED INTO THE PLANE.DROWNING THE PASSENGERS.AS THE WATER WOULD BE SO POWERFUL ON THE HIT ON THE WATER. THAT NOBODY WOULD HAVE EVEN HAD A CHANCE TO TRY TO ESCAPE THE PLANE.JUST DEPENDS HOW THE PLANE LANDED IN THE WATER.IT MIGHT BE UPSIDE DOWN.AND THE FRONT DOORWAYS TO GET OUT WOULD HAVE BEEN BLOCKED.SO ALL THE TORENTS OF PRESSURE FROM THE FAST FLOWING WATER WOULD COME FROM THE BROKEN TAIL OF THE PLANE.AND ALL THE PEOPLE ON BOARD WOULD BE TRAPPED IN THE FRONT OF THE PLANE AND ENDED UP DROWNING FROM THE WATER GSHING UPON THEM.AND ALL THEY COULD DO IS TRY TO PROTECT THEMSELVES FROM THE HARD FLOWING WATER ON THEM. FROM THE TAIL AREA.ESPECIALLY IF THE PLANE LANDED ON ITS SIDE ON THE BOTTOM OF THE SEA.AND BLOCKED ALL THE FRONT DOORWAYS.SO NO ONE COULD ESCAPE.ALL THEY COULD DO WAS TRY TO HELP THEMSELVES GET OUTTA THEIR SEATS.AND TRY TO GRAB OTHER PEOPLE.TO GET THEM OUTTA THEIR SEATS. I PREDICT THEIR WILL BE LOTS OF PEOPLE TRAPPED IN THEIR SEATS.WERE THEY DROWN FROM THE FAST HARD WATER TAKING THEM OFF GUARD.AND THERE WAS NO WAY THEY COULD EVEN GET OUTTA THEIR SEATS.THE PLANE UP FRONT WOULD FILL UP WITH WATER FAST.AND DROWN THE PASSENGERS.I PREDICT THE ONLY ONES THAT HAD A CHANCE FOR A WHILE TO LIVE WAS THE PILOT AND CO-PILOT.BECAUSE THEY MIGHT HAVE HAD THERE DOOR CLOSED FROM THE WATER.AND THAT COULD PROTECT THEM FROM THE WATER FOR SOME TIME.BUT THE ONLY THING.THE PRESSURE FROM THE WATER MADE IT SO THE PILOTS COULD NOT OPEN THE CABIN.AND SOMEHOW.AFTER WHO KNOWS HOW LONG.THE WATER SOMEHOW DID GET INTO THE PILOTS CABIN AND DROWN THEM.I PREDICT THE PILOTS WERE THE LAST TO DIE IN THEIR CABIN.IF IT WAS CLOSED.AND IF THEIR CABIN WAS OPEN.I PREDICT THEY WERE DROWN QUICK ALSO FROM THE FAST -HARD FLOWING WATER.HERES JUST MY TAKE ON THE CRASH.BUT WE WILL FIND OUT HOW EVERYBODY REALLY WAS DROWN.OR DIED IN SOME OTHER WAY.
18.6.1 Spin Modes
The word “spin” can be used in several different ways, which we will discuss below. The spin family tree includes:“departure”, i.e. onset of undamped rolling;incipient spin — i.e. one that has just gotten started; or well-developed spin, which could be a steep spin, or a flat spin.
Figure 18.5 shows an airplane in a steady spin. You can see that the direction of flight has two components: a vertical component (down, parallel to the spin axis) and a horizontal component (forward and around).Figure 18.6 is a close-up of a wing in a steep spin. We have welded a pointer to each wingtip, indicating the direction from which the relative wind would come if the wing were producing zero lift; we call this the Zero-Lift Direction (ZLD). (For a symmetric airfoil, the ZLD would be aligned with the chord line of the wing.) Remember that the angle between the direction of flight and the ZLD pointer is the angle of attack.
Figure 18.7: Steep Spin — Coefficient of Lift-In this situation, both wingtips have the same vertical speed, but they have significantly different horizontal speeds — because of the rotation. Consequently they have different directions of flight, as shown in the figure. This in turn means that the two wingtips have significantly different angles of attack, as shown in figure 18.7. The two wings are producing equal amounts of lift, even though one is in the stalled regime and one in the unstalled regime.Figure 18.8: Flat Spin — Geometry-Figure 18.8 shows another spin mode. This time the rotation rate is higher than previously. The spin axis is very close to the right wingtip. The outside wing is still unstalled, while the inside wing is very, very deeply stalled, as shown in figure 18.9.Figure 18.9: Flat Spin — Coefficient of Lift-Figure 18.10: Doubly Stalled Flat Spin — Coefficient of Lift-Figure 18.10 shows yet another possible spin mode. In this case, the outside wing is stalled, while the inside wing is, of course, much more deeply stalled. Whether this spin mode, or the one shown in figure 18.9 (or both or neither) is stable depends on dozens of details (aircraft shape, weight distribution, et cetera).There is a common misconception that in a spin, one wing is stalled and the other wing is always unstalled. This is true sometimes but not always, especially not for flat spins.
It would be better to define “spin” as follows:In a spin, at least one wing is stalled,and the two wings are operating at very different angles of attack.18.6.2 Samaras, Flat Spins, and Centrifugal Force.A samara is a winged seed. Maples are a particularly well known and interesting example.Maple samaras have only one wing, with the seed all the way at one end. Its mode of flight is analogous to an airplane in a flat spin. In an airplane, the inside wing is deeply stalled, while in the samara the inside wing is missing entirely.In a non-spinning airplane, if one wing were producing more lift than the other, that wing would rise. So the question is, why is a flat spin stable? Why doesn’t the outside wing continue to roll to ever-higher bank angles? The secret is centrifugal force.14 Suppose you hold a broomstick by one end while you spin around and around; the broomstick will be centrifuged outward and toward the horizontal.In an airplane spinning about a vertical axis, the high (outside) wing will be centrifuged outward and downward (toward the horizontal), while the low (inside) wing will be centrifuged outward and upward (again toward the horizontal). In a steady flat spin, these centrifugal forces cancel the rolling moment that results from one wing producing a lot more lift than the other. This is the only example I can imagine where an airplane is in a steady regime of flight but one wing is producing more lift than the other.As discussed in reference 20, an aircraft with a lot of mass in the wings will have a stronger centrifugal force than one with all the mass near the centerline of the fuselage. In particular, an aircraft with one pilot and lots of fuel in the wing tanks could have completely different spin characteristics than the same aircraft with two pilots and less fuel aboard.
http://www.av8n.com/how/htm/spins.html
A short primer on turbulence-By Andrea Sachs November 9, 2012-the washington post
On a recent flight to New Orleans, our 65-seat plane was gliding through the sky as smoothly as a swan on an unruffled lake. Then it hit a bump. And another. A soda on a tray sloshed in its cup. The aircraft dipped, pitched and dropped several feet. A couple calmly set down their sandwiches and locked hands. The flight attendant suspended beverage service and strapped herself into her seat. I looked out the window, at the clear blue sky and the bunny-tail clouds, and cursed the diabolical force that I could feel but not see.When planes hit turbulence, we often start to despair and think the worst. Falling to the ground like a disabled bird, for example. But experts tell us to banish those doomsday thoughts.“Planes don’t come crashing out of the sky,” said Patrick Smith, a pilot with 20 years of experience. (One exception: If you’re Denzel Washington playing a tortured soul who lands a plane upside down in the new film “Flight.” ) Brian Tillotson, a senior technical fellow at Boeing, once comforted a nervous flier with this warm biscuit of wisdom: “This plane is designed to survive a crash, and this is nothing.” He recommends that timid travelers adopt his mantra as their own high-altitude om.Despite the hard facts and the placating statements, turbulence can rattle even fliers with nerves of reinforced steel. Two main factors weaken our resolve like kryptonite: our lack of control and our limited understanding of atmospheric conditions and airplane mechanics.“Turbulence is far and away the number one concern of fearful fliers,” said Smith, who hosts the Web site Ask the Pilot. “If I get 10 letters from nervous fliers, nine of them are questions about rough air.”Instead of staying in the dark, where things go bump in the cabin, I turned to scientific and airline industry experts and asked them to demystify turbulence and describe any advances in the art of its detection and avoidance. Armed with this knowledge, we can sprout wings of confidence that will carry us gently through the rough spots.
What is it?
By simple definition, turbulence is a disturbance in the regular flow of air. (Experts often use water as an analogy, such as an eddy on a river or a fish in the waves.) The agitated air moves up or down or sideways, putting pressure on the plane’s wings. The vessel responds by pitching like a rodeo bronco or bouncing like a pogo stick. A plane, however, is not easily bullied by rogue air. It’s built to resist. (For visual proof, check out the YouTube video of Boeing testing the wing strength of the 787.) “On a roller coaster, everyone is screaming for joy,” said Larry Cornman, a physicist at the National Center for Atmospheric Research in Boulder, Colo. “In an aluminium tube 30,000 feet in the air, it’s the same principle, but you have no control.”Atmospheric chop is not monolithic but divided into subgroups with distinct characteristics. Clear-air turbulence is caused by variations in the jet stream. It ramps up in winter, when the jet stream — zippy air currents in the Earth’s atmosphere — migrates south, and often plagues flight paths over the Pacific. Convective turbulence is created by thunderstorms and often occurs in the summer, when rumbling storms dominate the weather forecasts. Low-level turbulence is associated with strong winds, terrain and buildings, while wake vortex turbulence results from a lift as strong as a tornado. Finally, if you’ve ever flown over the Rockies and landed at Denver’s international airport, you’ve probably witnessed your cup of coffee shimmy and shake. The culprit: mountain wave turbulence.“Turbulence is normal. It’s part of the sky,” said Smith. “It’s not about the plane but where the plane is.”Turbulence follows a rating system similar to that of a spice-o-meter at an Indian restaurant — light, moderate, severe and extreme. Cornman describes the stages, from mild to serious, as water rippling in a glass, liquid flowing out of the vessel and the cup flying through the air. Most passengers experience the swirling and spilling phases, but never the most intense situations, which can cause injuries and structural damage. When a weather system threatens such peril, pilots do their utmost to avoid the roiling air. If stuck in an ugly patch, they will attempt to steer the plane toward calmer air, climbing to a higher altitude or changing course.Pilots rely on numerous systems to track turbulence, including weather forecasts, radar, communication with air traffic control and updates from other planes in the vicinity.“In general, we have a reasonably good idea of where the rough air is,” said Smith. “But it can be more of an art than a science.”
Getting a bead on it
To help take the guesswork out of the pin-the-tail-on-the-turbulence game, physicists and other industry specialists are working on innovations that detect unsettled air. For instance, Boeing installed the Vertical Gust Suppression System in the new 787 Dreamliner. VGSS acts like a super-beagle: Sensors in the plane’s nose detect volatile air, then relay the message to the aircraft’s brain, which automatically makes adjustments to reduce the bump. Passengers will probably sleep right through the tweak.In May, the company received a patent on another invention, a GPS unit that can read the “twinkle” of the radio waves for more than 200 miles, thereby identifying erratic air flow. (Quick debriefing: Stars appear to twinkle when upset air bends and bobbles the light as it travels through the atmosphere; same deal with radio waves. Apologies for crushing the fantasy of stargazers who thought that little aliens living on stars were flicking their bedroom lights on and off.) At this early stage, no planes are equipped with the GPS unit.Cornman, who was instrumental in the GPS program, is also tackling the turbulence issue at the federally funded center. Under the sponsorship of the Federal Aviation Administration, he and collegues developed the In Situ Turbulence Reporting Program, detection software that allows participating airlines (Delta, United and Southwest so far) to share reports on rough air. Also in his bag of new tricks: radar software that can track “stuff embedded in the air,” a useful tool for recognizing convective turbulence, and “lidar,” lasers that detect small particles in visibly clear air and measure their motion. Delta uses the new radar capability, and the Hong Kong airport has installed the uber-lasers. Researchers are also throwing some brain cells at improving weather forecasting, which could inform pilots of upcoming chop.“Turbulence is pretty dynamic,” he said. “Pinning it down is pretty hard.”
Dear Abby of turbulence
Despite the elusive nature of air, Peter Murray has dedicated a half-dozen years to hunting down turbulence and sharing his spoils with the world. In 2004, the Michigan native’s girlfriend moved to Maryland. Afraid of flying, he resolved to overcome his phobia for the sake of his love life. His long-distance relationship produced a brilliant offspring: the Turbulence Forecast, a Web site that maps out turbulence in flight paths across continents and over oceans.Murray, who specializes in computers, not atmospheric science, pools information from NOAA, weather reports, pilot reports and other sources. The information updates every 20 minutes. On Monday afternoon, for example, a map of the States showed some rough air in Florida, between 27,000 and 41,000 feet, and Southern California, at 9,000 feet. In addition, Murray moonlights as the Dear Abby of turbulence-phobics. Visitors can submit a question about the conditions of an upcoming flight.
A recent posting:
Concerned flier: “Once again chicago to the NY metro area . . . thursday, 10/25 . . . . hoping for a smooth flight as always! thanks for all you do here!”Murray: “Some bumps out of MDW, but the rest is looking nice!”Murray (again, the next morning): “Looks very nice! Some bumps on your takeoff and landing.”Relieved flier: “It was totally fine! thanks for the forecast.”The traveler ended the message with a smiley face.
Calming the nerves
If you’re a nervous passenger, you’ve most likely heard this one before: Flying is safer than driving.
Don’t argue with the prophet, because it’s true.“Commercial air traffic, in terms of turbulence, is pretty darn safe,” said Cornman. As evidence, he cited the last crash caused by turbulence — in 1966 near Mount Fuji in Japan.In 2010, the National Highway Traffic Safety Administration reported 9,442,000 car accidents, including more than 22,000 fatalities and almost 2 million injuries. The same year, the National Transportation Safety Board documented one major accident and 14 injuries on commercial planes, and no fatalities.But don’t be so quick to unbuckle your seatbelt and freely roam the cabin. Turbulence is the No. 1 cause of in-flight injuries, with crew members often suffering the highest number of bangs, bruises and broken bones. The FAA reported that turbulence injured five passengers and 28 crew members last year. Over the same period, the NTSB investigated 10 turbulence-related accidents.“If people followed the rules,” said Smith, “the statistics would be even lower.”Protecting yourself is as easy as insert, click, adjust. Even when the pilot turns off the sign, keep your seatbelt on. If the plane suddenly jolts, you don’t want to bump heads with the ceiling.You can also reduce the intensity of turbulence with a little planning. Larger jets provide more stability than smaller planes. For example, in the same wily patch of air, a passenger in a 747 might feel a mild bounce, while a traveler in a six-seat Cessna might complain of moderate bumps. Also, choose a seat in the middle rows, over the wings, instead of in the front or back of the cabin.“Imagine a soda straw. Hold it in the middle and see how it flops,” explained Tillotson of the phenomenon. “Air pushes on the wing. The nose and tail bounce.”Most important, remember that the rockiness will pass. With this as your mantra, sit back and enjoy the short ride on the atmosphere’s waves.“Instead of the seatbelt sign,” said Cornman, “the pilot should turn on the ‘wheee!’ sign.”I’ll throw up my hands to that.Andrea Sachs (not the one who wears Prada) has been writing for Travel since 2000. She travels near (Ellicott City, Jersey Shore) and far (Burma, Namibia, Russia), and finds adventure no matter the mileage. She is all packed for the Moon or North Korea, whichever opens first.
STALLS
Since stalls are the cause of much concern among student pilots and the non-flying public, we will discuss them here. We mentioned that an airplane must attain flying speed in order to take off. Sufficient airspeed must be maintained in flight to produce enough lift to support the airplane without requiring too large an angle of attack. At a specific angle of attack, called the critical angle of attack, air going over a wing will separate from the wing or "burble" (see figure 1 ), causing the wing to lose its lift (stall). The airspeed at which the wing will not support the airplane without exceeding this critical angle of attack is called the stalling speed. This speed will vary with changes in wing configuration (flap position). Excessive load factors caused by sudden manoeuvres, steep banks, and wind gusts can also cause the aircraft to exceed the critical angle of attack and thus stall at any airspeed and any attitude. Speeds permitting smooth flow of air over the airfoil and control surfaces must be maintained to control the airplane.Flying an airplane, like other skills that are learned, requires practice to remain proficient. Professional pilots for the major airlines, military pilots, and flight instructors all return to the classroom periodically for updating their skills. Good judgment must be exercised by all pilots to ensure the safe and skilful operation of the airplanes they fly.
Desirable Stalls
A "stall" occurs as a result of one of two events:
1. The wings can not support the load of the weight being carried.
2. The horizontal tail can not provide the pitching authority needed to support the wing loading (tail stall)
3. 1 and 2 have to do with an aircraft that has exceeded its critical angle of attack.
The normal stall is when the wing stalls. When the tail stalls it is called a tail-stall. The tail stalls are very abrupt and the nose pitches down near the vertical. This stall increases the effective AOA of the tail. The stall can tuck the aircraft inverted with negative G-forces. The most desirable stall occurs when the wing root stalls first and moves outward to the wing tip. This desirable stall can be built into the wing by twisting the wing, adding slots to the wing tip, putting stall/spoiler strips to the leading edge of the root. The noise you first hear is the vibration of erratic air hitting the tail surfaces.Every aircraft type and even aircraft of the same type will have stalling characteristics affected by weight distribution, wing loading, its critical angle of attack, control movement, configuration, and power. Higher powered aircraft can often be flown out of the stall by the addition of power. The purpose of such a stall recovery is to minimize any loss of altitude. This is a more aggressive stall recovery than the usual lower the nose technique.Stall characteristics are often 'discovered' after the aircraft has gone into production. The manufacturer-government license agreement requires that all production aircraft adhere to original construction so some modifications are incorporated. The most expensive fix is construction of a leading edge slot. A 'cuff' or drooped leading edge may be used, a series of protrusions on the upper wing surface may be used to direct air flow even to the extent of being full chord 'fences' to prevent span-wise flow. The addition of a small triangular strip on the leading edge of the wing can cause the airflow over the surface to break and burble sooner than otherwise. This, rather common, method, is the least expensive fix of all. The design should be such that the stall occurs progressively from root to tip. The tips have a lower angle of attack than the root. Recovery of a stall begins at the tips and proceeds to the root. This design allow ailerons to remain effective for longer periods. This is a defence against the rudder-shy pilot who reacts with aileron for a wing drop rather than rudder.Government stall tests are not made with slips or skids. While the old saw of slips being good and skids being bad may be true, it is only partially true. A stall that occurs in a slip or skid may occur at a higher speed than expected. Any deflection of the ailerons will increase the stall onset. Any aggravation of the stall by increasing the back pressure may result in sudden attitude changes due to turning and unequal wing speed. The attitudes resulting may be a combining of yaw, roll, and spin entry.As the stall approaches the ailerons become ineffective first. Elevators follow when the airflow from the wing becomes turbulent. This turbulence is your natural stall warning. As the stall approaches, students tend to under react with the required rudder pressure to keep the wing speeds balanced. A more aggressive application of rudder in the beginning is more desirable.When the stall occurs that will kill you it won't be at 2500 feet AGL….It won't be done intentionally and you won't expect it. It'll happen on short final, right after takeoff or on the go around from a short strip You'll be distracted (which is why you've allowed this to develop) and will need to make an immediate and proper corrective action. The only way to develop that reflex is with practice but not a low altitudes.
Wings in the Stall
The manner in which the stall cues are transmitted is dependent upon wing shape, twist (washin/washout) and installed features such as strips, slots or flaps. Together these cues provide the pilot a warning of the stall onset. With washout the wing is mounted in a jig and twisted to lower the angle of incidence at the wing tip while being built.. Impact air on the bottom of the wing still provides some residual lift but not enough to keep the airplane flying.Ailerons in the stall will only aggravate it. Ailerons change to chord line of the wing to create lift and movement along the roll axis. When the aileron is stalled, their movement causes roll that is contrary to what you either want or expect. Once the recovery is initiated with forward yoke and rudder the use of ailerons may or may not be helpful depending on the aircraft. This difference is aileron effectiveness is related to the washin/washout or twist given to the wing progressively toward the tips. Tips stall last and recover first in most modern aircraft due to a decreased angle of incidence. Aircraft design determines the aircraft stall characteristics.A stall progression, if the same on both wings, will result in a straight ahead nose drop with no rotation about the roll axis. Not all stalls are symmetrical and the pilot will experience an abrupt drop of one wing or the other. The instinctive reaction to this by the inexperienced will be a reaction to lift the fallen wing by using the aileron. WRONG! Only the rudder can effectively stop the rolling of the aircraft. The falling wing can be decisively raised only with opposite rudder. This rudder causes the falling wing to increase in speed by moving forward. You may still be stalled but the rotation was caused by a non-symmetrical stall. Rudder can make the stall symmetrical without the rolling.When the angle of attack reaches a certain point the drag is so great that full power will be inadequate to maintain altitude. At this point you are flying 'behind the power curve'. In this condition your only recourse is to sacrifice altitude by lowering the nose. Without sufficient altitude to allow the aircraft to resume un-stalled flight, this is not a viable option. This is the flight situation that arrives in entry to a full-power-on stall. With power full and stalled any misuse of the rudder or ailerons will precipitate a relatively quick spin entry.
Rudder in the stall
A spin can be prevented even when aggravated by the ailerons if the pilot maintains directional control through use of the rudder. A spin can only occur with the addition of yaw in the stall. The rudder can and should be used to prevent any yaw in the stall and the recovery procedure. The correct use of rudder in stalls is essential. The rudder controls the yaw which means it can keep the speed of each wing the same or cause one to be ahead (faster) than the other. The slower wing will stall first and drop. Any effort to raise the wing with aileron will add drag and deepen the wing's stall.The rudder is the last control to lose effectiveness. Even in the stall if there is some forward momentum there is some degree of effectiveness. In a stall entry you first lose aileron control, then elevator and lastly rudder. On recovery, you gain rudder control first then elevator and lastly aileron. As the most effective control during slow speed manoeuvres rudder, correctly applied, can compensate for the lost effectiveness of the ailerons. The rudder can be used to keep the wings level to the relative wind. Such level wings causes the stall break to be without a wing dropping. Keeping the ball of the inclinometer in the centre gives assurance that the tail is following the nose. This is coordinated flight. If the heading indicator is held steady with a very gradual application of right rudder, little or no aileron movement will be required to keep wings level.
PTS Stalls
PTS wants 20-degree banks for power-on stalls and up to 30 degrees for power-off stalls. The stall recovery puts the nose on or very slightly below the horizon. The pilot applies full power and corrects for any stall-induced roll with the rudder.
Clearing Turns
There are certain aspects of training stalls that are the same for all of them. Every stall should (must) be preceded by 90 degree clearing turns left and right. (The clearing turns should be as precise as to amount of turn, angle of bank, altitude, and heading as though they were part of the stall process.) The well performed practice stall will result in an initial loss of 100'. The actual stall may be called as incipient, partial, full, or aggravated. The longer a stall is aggravated or held, the more airspeed decreases. This means either more power or altitude will be required during recovery. The recovery is always with full power, no flaps, in a climb, and at best rate of climb speed (65 kts). An old FAA recommendation was that 300' be gained during recovery but the time required is not practical in many cases. Trim for any climb.
Deep Stall
A deep stall can occur when the aircraft is in a very high angle-of-attack and high drag configuration as in minimum controllable. Airplanes, by design, will enter this undesirable mode only when loaded outside weight and centre-of-gravity limits. Recovery from a deep stall may be possible only by changing the C. G. of the aircraft. Don't do stalls if you don't know the status of your C. G.The deep stall occurs when the rearward centre of gravity makes it so that the nose cannot be lowered with full elevator deflection. The stall angle of attack is exceeded by a margin well beyond the normal angle. The pitch-up is rapid and uncontrollable. The effectiveness of the horizontal stabilizer and elevator is dependent on the flow of the relative wind over these tail surfaces. The airflow over the tail surfaces is greatly reduced at slow speeds and high angles of attack. The nose will remain high with a very high rate of descent until the tail surfaces stall or until effectiveness can be restored. The use of full flaps can precipitate this condition in wind-shear conditions. T-tail aircraft are more prone, simply because there is no prop-wash to augment any relative wind needed to load the tail surfaces.
Accelerated Stall
There is an airspeed at which a wing will stall at 1 g in level flight. This is calculated at gross weight using an airspeed selected by the manufacturer. You will find this at the bottom of the green arc on the ASI (Vs1) . With gear and flaps the bottom of the white arc is Vso. The accelerated stall is a stall that occurs at a wing loading over 1 g.There is a portion of any airplane's flight envelope where the addition of a load factor above 1 g will produce a stall at a higher airspeed than Vs1 and not hurt the airplane. You will find this portion of the flight envelope between Vs1 and Va, which is the manoeuvring speed for that airplane. Within this area we can define the accelerated stall. Not above Va, because above Va, structural damage to the airplane has occurred before the accelerated stall has occurred.The one common denominator in all stalls is the critical angle of attack. Every stall is a function of angle of attack and not airspeed or load factor, even though these factors are present in the accelerated stall. You can stall an airplane at various airspeeds and load factors, but at only one angle of attack. Angle of attack is the key to understanding stall, especially the accelerated stall.This stall is unique in that the ailerons are used for the recovery. It is called accelerated because the stall occurs at relatively high speeds while the aircraft is subject to greater than normal G-forces. The factor that causes this is the high wing loading due to a steep bank. Any steep bank with abrupt yoke pressure to hold altitude can lead to this stall.
Entry
Make clearing turns at cruise. Enter a 45 degree steep bank at level altitude and cruise speed. Hold that altitude and bank while applying carburettor head and smoothly-gradually reduce power to OFF. Increase back pressure to prevent ANY loss of altitude. If the back pressure is abruptly applied any stall will be rapid and severe. If VSI goes down you will go down shortly thereafter. It this happens, start procedure over again. Yoke must come full back and up to get stall. The resulting centrifugal forces will increase the wing loading. The plane will stall at a higher speed because of the excessive manoeuvring loads. Any descent will void entire procedure. Practice at altitude and keep your turns coordinated.If you have the yoke all the way back and the power is off, you have done as much as you can to make it stall. Try doing the manoeuvre a bit faster and you may get the break you are looking for. This stall is unique in that the ailerons remain effective so it can be quickly broken just be levelling the wings.
Recovery:
Since stall occurs at a higher speed, ailerons will still be effective and recovery may be initiated by levelling wings and using rudder. The accidental entry can occur from any steep bank done with abrupt yoke pressure while endeavouring to hold altitude. This is the only stall that does not require the nose to be lowered and in which the ailerons remain effective. Failure to initiate stall recovery can result in a power-on spin. Uncoordinated rudder will give a spin entry. (see spins) This is the stall that is apt to occur when you are turning base to final and you have over-shot the runway. You increase the bank angle and pull back on the yoke to hold the nose up. The g-load increases and you do not have altitude to recover if a spin results. The difference here has to do with the use of rudder and existence of yaw. Uncoordinated you get the spin entry, coordinated you get an accelerated stall.
Accelerated Stall Situations
To unload the wing you "step on the blue" along with forward yoke to break the stall and lower the load factor. Then use top rudder to initiate the recovery. Very often in an unusual attitude, the pilot will pull back on the yoke. The unusual attitude requires that the angle of attack be lowered and the stall broken. It is the instinctive response to the unusual attitude that makes breaking the stall difficult to achieve. Attempting to level the wings with the ailerons will produce extreme attitude changes unless the stall is broken first.If the aircraft is trimmed for an approach speed, a spiral dive derived from an unusual attitude may increase the speed so that levelling the wings will tear the aircraft apart. Excessive load must be reduced by pushing forward on the yoke.http://www.pilotfriend.com/training/flight_training/fxd_wing/stalls.htm
Bodies, debris from missing AirAsia plane pulled from sea off Indonesia-Reuters-By Gayatri Suroyo and Adriana Nina Kusuma-DEC 30,14-YAHOONEWS
SURABAYA, Indonesia/JAKARTA (Reuters) - Indonesian rescuers searching for an AirAsia plane carrying 162 people pulled bodies and wreckage from the sea off the coast of Borneo on Tuesday, prompting relatives of those on board watching TV footage to break down in tears.Indonesia AirAsia's Flight QZ8501, an Airbus A320-200, lost contact with air traffic control early on Sunday during bad weather on a flight from the Indonesian city of Surabaya to Singapore.The navy said 40 bodies had been recovered. The plane has yet to be found."My heart is filled with sadness for all the families involved in QZ8501," airline boss Tony Fernandes tweeted. "On behalf of AirAsia, my condolences to all. Words cannot express how sorry I am."The airline said in a statement that it was inviting family members to Surabaya, "where a dedicated team of care providers will be assigned to each family to ensure that all of their needs are met".Pictures of floating bodies were broadcast on television and relatives of the missing already gathered at a crisis centre in Surabaya wept with heads in their hands. Several people collapsed in grief and were helped away.Yohannes and his wife were at the center awaiting news of her brother, Herumanto Tanus, and two of his children who were on board the doomed flight.The Tanus family had been on their way to visit Herumanto's son, who studies in Singapore and who traveled to Surabaya on Monday after the plane went missing."He cries every time he watches the news," Yohannes said.The mayor of Surabaya, Tri Rismaharini, comforted relatives and urged them to be strong."They are not ours, they belong to God," she said.
SEARCHING THROUGH THE NIGHT
A navy spokesman said a plane door, oxygen tanks and one body had been recovered and taken away by helicopter for tests."The challenge is waves up to three meters high," Fransiskus Bambang Soelistyo, head of the Search and Rescue Agency, told reporters, adding that the search operation would go on all night. He declined to answer questions on whether any survivors had been found.About 30 ships and 21 aircraft from Indonesia, Australia, Malaysia, Singapore, South Korea and the United States have been involved in the search.The plane, which did not issue a distress signal, disappeared after its pilot failed to get permission to fly higher to avoid bad weather because of heavy air traffic, officials said.It was traveling at 32,000 feet (9,753 meters) and had asked to fly at 38,000 feet, officials said earlier.Pilots and aviation experts said thunderstorms, and requests to gain altitude to avoid them, were not unusual in that area.The Indonesian pilot was experienced and the plane last underwent maintenance in mid-November, the airline said.Online discussion among pilots has centered on unconfirmed secondary radar data from Malaysia that suggested the aircraft was climbing at a speed of 353 knots, about 100 knots too slow, and that it might have stalled. Investigators are focusing initially on whether the crew took too long to request permission to climb, or could have ascended on their own initiative earlier, said a source close to the probe, adding that poor weather could have played a part as well.He cautioned that the investigation was at an early stage and the black box flight recorders had yet to be recovered.
CLUES WHEN THINGS GO WRONG
The plane, whose engines were made by CFM International, co-owned by General Electric and Safran of France, lacked real-time engine diagnostics or monitoring, a GE spokesman said.Such systems are mainly used on long-haul flights and can provide clues to airlines and investigators when things go wrong.Three airline disasters involving Malaysian-affiliated carriers in less than a year have dented confidence in the country's aviation industry and spooked travelers across the region.Malaysian Airlines Flight MH370 went missing on March 8 on a trip from Kuala Lumpur to Beijing with 239 passengers and crew on board and has not been found. On July 17, the same airline's Flight MH17 was shot down over Ukraine, killing all 298 people on board.Bizarrely, an AirAsia plane from Manila skidded off and overshot the runway on landing at Kalibo in the central Philippines on Tuesday. No one was hurt.On board Flight QZ8501 were 155 Indonesians, three South Koreans, and one person each from Singapore, Malaysia and Britain. The co-pilot was French.U.S. law enforcement and security officials said passenger and crew lists were being examined but nothing significant had turned up and the incident was regarded as an unexplained accident.Indonesia AirAsia is 49 percent owned by Malaysia-based budget carrier AirAsia.The AirAsia group, including affiliates in Thailand, the Philippines and India, had not suffered a crash since its Malaysian budget operations began in 2002.
2 MORE INCIDENTS HAVE OCCURED WITH AIRASIA FLIGHTS.
AirAsia planes in fresh incidents in Thailand and Philippines-Published: 30 December 2014-The Malaysian Insider-(1:30PM est can)
A photo of AirAsia flight Z2272 which had overshot the runway at Kalibo airport in Boracay island this evening. The photo is from the Twitter account of Filipino journalist Jet Damazo-Santos. – Twitter pic, December 30, 2014.A photo of AirAsia flight Z2272 which had overshot the runway at Kalibo airport in Boracay island this evening. The photo is from the Twitter account of Filipino journalist Jet Damazo-Santos. – Twitter pic, December 30, 2014.An AirAsia flight bound for northeast Thailand turned back to the capital Bangkok shortly after takeoff today when pilots detected an "irregularity" in the storage compartment, airline officials said.Just hours later, another AirAsia jet – this time in the Philippines – skidded off the runway on arrival at a popular resort island, causing no injuries but shutting the small airport, the airline and police confirmed.The incidents come as search teams spotted wreckage and bodies in the sea, which was confirmed to be from Indonesia AirAsia flight QZ8501 that vanished in a storm Sunday en route from Surabaya in Indonesia to Singapore with 162 people aboard.In the Philippines, AirAsia flight Z2272, which was flying from Manila overshot the runway in Kalibo airport as it landed in bad weather on the tourist island of Boracay this afternoon.Police spokeswoman Nida Gregas confirmed to AFP that there were no injuries and all 153 passengers and crew were safely evacuated from the aircraft.Singapore's Straits Times reports that several posts on social media showed emergency slides being deployed from the Airbus A320 plane, after it had come to a halt on a grassy field.Passenger Jet Damazo-Santos tweeted at 5.50pm: "Just landed in Kalibo on an AirAsia flight that overshot runway," according to the Singapore daily.Damazo-Santos is a Filipino journalist and had also posted several photos on her Twitter account, saying that no one seemed to be hurt.The Airbus A320, which had departed from Manila, was operated by AirAsia Zest, an affiliate of Philippines AirAsia.Damazo-Santos also tweeted: "Weather was bad because of #seniangph. Plane came to a very abrupt stop," she said, referring to tropical storm Seniang."Engine was shut immediately, we were told to leave bags, deplane asap. Firetruck was waiting. Seems handled well."Earlier today, AirAsia flight FD3254 returned to Bangkok's Don Mueang International Airport soon after departing for Khon Kaen at 11.10 am (12.10pm Malaysian time).It was allowed to resume service after engineers ruled out any technical problems."After departure from Don Mueang, the pilots detected a minor irregularity in the storage area, thus in the interest of safety the flight returned to land at Don Mueang Airport for a detailed inspection," said Thai AirAsia in a statement."Engineers did not discover any issues compromising the safety of flight FD3254," it said.No passengers cancelled their flights and the plane arrived at its destination an hour behind schedule, officials said.An AirAsia spokesman at Don Mueang Airport said the pilots turned back after "hearing some noise in the luggage compartment". He could not confirm the reason for the noise.Around two hours later a Thai Airways Airbus A340-600 from Bangkok to London was forced to return to the Thai capital shortly after take off, after the pilot reported a technical problem."The plane had a problem with the hydraulic system, as a result the pilot decided to fly back to Suvarnabhumi Airport," according to a Thai Airways statement. – AFP, December 30, 2014.- See more at: http://www.themalaysianinsider.com/malaysia/article/airasia-planes-in-fresh-incidents-in-thailand-and-philippines#sthash.rDQ0fWtU.dpuf
