CAPTAIN AMERICA

Wednesday, 8 October 2014

DISASTER IRAN FLIGHT 655

Iran Air Flight 655 is an Iran Air civilian passenger flight from Tehran to Dubai. On 3 July 1988, the aircraft operating this route was shot down by the United States Navy guided missile cruiser USS Vincennes. The incident took place in Iranian airspace, over Iran's territorial waters in the Persian Gulf, and on the flight's usual flight path. The aircraft, an Airbus A300 B2-203, was destroyed by SM-2MR surface-to-air missiles fired from the Vincennes.

All 290 on board, including 66 children and 16 crew, died. This event ranks seventh among the deadliest disasters in aviation history, 10th if including the 9/11 attacks, which include ground casualties; the incident retains the highest death toll of any aviation incident in the Persian Gulf. The Vincennes had entered Iranian territorial waters after one of its helicopters drew warning fire from Iranian speedboats operating within Iranian territorial limits.
According to the Iranian government, Vincennes negligently shot down the civilian aircraft: the airliner was making IFF squawks in Mode III (not Mode II used by Iranian military planes), a signal that identified it as a civilian craft.

According to the United States government, the crew incorrectly identified the Iranian Airbus A300 as an attacking F-14A Tomcat fighter, a plane made in the United States and operated at that time by only two forces worldwide, the United States Navy and the Islamic Republic of Iran Air Force. While the Iranian F-14s had been supplied by manufacturer Grumman in an air-to-air configuration only in the 1970s, the crew of Vincennes had been briefed when entering the region that the Iranian F-14s had an iron bomb capability as well as Maverick missile and unguided rockets for air-to-surface. The 53 page Pentagon report issued almost two months after the incident, while not directly stating the point, found that almost all of the immediate details given of the shooting-down were erroneous, yet absolved the officers and crew.

According to Noam Chomsky and others, compared to the reaction generated by the downing of Malaysia Airlines Flight 17 in 2014, the incident triggered few reactions at the time. The event generated a great deal of criticism of the United States. Some analysts blamed the captain of Vincennes for reckless and aggressive behavior in a tense and dangerous environment.
The United States government did not formally apologize to Iran. In 1996, the United States and Iran reached a settlement at the International Court of Justice which included the statement "...the United States recognized the aerial incident of 3 July 1988 as a terrible human tragedy and expressed deep regret over the loss of lives caused by the incident...". As part of the settlement, the United States did not admit legal liability but agreed to pay on an ex gratia basis US$61.8 million, amounting to $213,103.45 per passenger, in compensation to the families of the Iranian victims.
Iran Air still uses flight number IR655 on the Tehran to Dubai route as a memorial to the victims.

http://en.wikipedia.org/wiki/Iran_Air_Flight_655

DISASTER KAL FLIGHT 007

The ill-fated commercial jetliner was in 1983 shot down by a military fighter aircraft after it inexplicably entered Soviet airspace over the Kamchatka peninsula—home of top-secret Soviet military installations

A quarter of a century after Korean Air Lines (KAL) Flight 007’s last flight, mystery still shrouds its final moments. On the face of it, the plane happened to be in the wrong place at the wrong time and was brought down. Fact is it’s one of the few recorded cases of a civilian passenger aircraft on a scheduled commercial flight being shot down by a military fighter aircraft.
KAL 007, a Boeing 747, departed Anchorage, Alaska on August 31, 1983 on its journey to Seoul, South Korea with 269 occupants, including 240 passengers, mainly South Koreans and Americans. Its principal mode of navigation was the Inertial Navigation System (INS) and its planned route was from Anchorage to the Japanese mainland, then to Seoul. Captain Byung-in had 10 years experience in the Korean Air Force and 11 years with KAL. He had an excellent safety record. He had flown the North Pacific route between Anchorage and Seoul 83 times, including 27 trips on the Romeo-20 route designated for this flight. Around 10 minutes after departure, for reasons never fully explained, the plane began to deviate to the West and North (or right) of its planned track to Japan. The inexplicable deviation (as later reconstructed from radar records) kept on increasing to 160 nautical miles, three and a half hours after takeoff, at which point the jetliner entered Soviet airspace over the Kamchatka peninsula—home of several top-secret Soviet military installations, hence an off-limits zone for civilian aircraft.

Soviet air defences tried to contact the unidentified intruder, first on radio, later via scrambled aircraft. The interceptors fired warning shots in front of the Boeing’s nose but the pilot could not have seen them since there were no tracer rounds. A few minutes later, the airliner exited Soviet airspace over the Sea of Okhotst and was left in peace. However, after about an hour it re-entered Soviet airspace, over Sakhalin Island. This time two Soviet fighters were scrambled with orders to destroy the target. The attack occurred at 18:26 GMT on August 31, 1983 (3.26 am on September 1, 1983, in Japan), with the sky still dark and most passengers probably asleep. Two air-to-air missiles were fired from a Su-15 Flagon of which one missile struck the airliner, while the other exploded in its close proximity. Years later, the attack pilot, Major Gennadiy Osipovich, acknowledged that from the flashing lights and the windows, he recognised the aircraft as a civilian type: I saw two rows of windows and knew that this was a Boeing. I knew this was a civilian plane. But for me this meant nothing. It is easy to turn a civilian type of plane into one for military use.

Ground radars tracked the stricken plane for another 12 minutes until it disappeared near Moneron Island, around 275 nautical miles off its planned track. There was no Mayday call. Immediately dispatching boats, rescue helicopters, and civilian trawlers to the site, the Soviets steadfastly refused to permit search and rescue units from other countries to enter their territorial waters. In the days and months that followed, they insisted that KAL 007 had been on a spy mission. After several weeks, they handed over limited wreckage and some body parts—only a fraction of what might be expected from the crash of such a massive aircraft with so many people and their belongings aboard. The main wreckage was never found and no bodies positively identified as having been aboard Flight 007 were ever recovered.

How could a passenger aircraft, guilty of little more than a simple navigational error, be shot down with such tragic loss of life? Much of the information available came from Soviet reports, all steeped in Cold War rhetoric; from radio transmissions between the fighter jets and ground control (handed over only after the break-up of the Soviet Union), and from transmissions between the airliner’s flight crew and Tokyo ATC. Radar tracking by Japanese stations also provided key information. For many years the Soviets denied that the Cockpit Voice Recorder and Flight Data Recorder (FDR) had been found. When they finally did hand them over, both recordings stopped at exactly 1 minute 44 seconds after missile impact. Doctored? Perhaps.

One theory is that the jetliner did not crash, but instead made an emergency landing in Soviet territory (as was reported during the first few hours following the shoot-down) or ditched. There is a reasonable amount of circumstantial evidence to support this premise, though the Soviets strenuously denied it. In that case, there would have been survivors. What happened to them?
In defence of the Soviets it must be recalled that this was a period of extreme Cold War tension and their forces were on hair-trigger alert. After having issued adequate warning while the intruder flew over the Kamchatka peninsula, they were probably reluctant to let it get away a second time. Some observers speculate the Boeing may have been on a secret intelligence mission. Others aver that while the plane may have strayed inadvertently, US military trackers detected this, but issued no warnings, instead coldly exploited the situation to see how Soviet air-defence systems would react—in the process they gained a wealth of vital data about the enemy. During the early-morning hours of August 31-September 1, a US Air Force RC-135 reconnaissance plane was engaged in a mission to gather electronic intelligence, flying a racetrack course at sea off the Kamchatka Peninsula. Could the Soviets have mistaken the civilian Boeing for the RC-135, a legitimate target for attack?
An International Civil Aviation Organization (ICAO) investigation concluded that there was no evidence of the airliner being on an intelligence mission. The KAL 007 crew, it contended, could have deviated from the planned course either by committing a 10 degree error in programming the INS or by erroneously setting the Boeing 747 on a steady magnetic compass heading of 246 degrees. In order for the INS to capture the autopilot and keep it on the desired track, the autopilot had to be set to INS. The FDR shows that the INS never captured the autopilot; rather, KAL 007 flew at a constant magnetic heading of 246 degrees for the entire flight. If the INS had captured the autopilot, the magnetic heading would have changed with each leg of the desired track since the waypoints were not in a straight line.

http://www.spsairbuz.com/story.asp?Article=74

DISASTER AIR FRANCE 447

(CNN) -- A series of errors by pilots and a failure to react effectively to technical problems led to the crash of Air France Flight 447, France's Bureau of Investigation and Analysis said Thursday in its final report on the disaster.

The Brazil-to-France flight plunged into the Atlantic Ocean on June 1, 2009, killing all 228 people on board.

The report details how the pilots failed to respond effectively to problems with the plane's speed sensors or to correct its trajectory when things first started to go wrong.

When ice crystals blocked the plane's pitot tubes, which are part of a system used to determine air speed, the autopilot disconnected and the pilots did not know how to react to what was happening, the report said.

"The occurrence of the failure in the context of flight in cruise completely surprised the crew of flight AF 447," the report said.

On June 1, 2009, Air France Flight 447 plunged into the Atlantic Ocean en route to France from Brazil, killing all 228 passengers on board. Six days later, on June 7, Brazilian Air Force crew members prepare to tow part of the wreckage from the Atlantic Ocean.

Air France crash

HIDE CAPTION

Photos: Air France crash

Training pilots to deal with a crisis

Final moments of Air France 447 crash

Book reveals chaos in Air France cockpit

The crew responded by over-handling the aircraft, which destabilized its flight path and caused further confusing readings, the report said.

"In the first minute after the autopilot disconnection, the failure of the attempt to understand the situation and the disruption of crew cooperation had a multiplying effect, inducing total loss of cognitive control of the situation."

The Airbus A330 went into a sustained stall, signaled by a warning message and strong buffeting of the aircraft, the report said.

"Despite these persistent symptoms, the crew never understood they were in a stall situation and therefore never undertook any recovery maneuvers."

The pilots responded to the situation by pointing the nose upward, rather than downward, to recover.

The report makes 25 new safety recommendations, on top of a number made in an initial report last year.

Some of the recommendations have already been implemented, but it could take years for others fully to come into effect, chief investigator Alain Bouillard told reporters as he introduced the report.

Opinion: Why do planes still crash?

The international aeronautic community will likely focus on the crew's loss of awareness of what was going on, Bouillard said.

The use of automatic systems on planes has improved safety overall, he explained, but "when it comes down to it, safety will always be based on the capacity of the pilots and the signals which they are given, which they have to understand and react to."

It was an "exceptional" inquiry because of the scale of the disaster, the number of countries involved and the difficulty of locating the plane's data recorders, he said. The intense media coverage of the crash added to the pressure, Bouillard said.

It's a crash that never should have happened, said CNN's aviation specialist Richard Quest. The industry will be studying the human factors of the crew on the plane for many years to come.

The Bureau of Investigation and Analysis said its report does not examine the issue of responsibility for the crash, which is the subject of a separate judicial inquiry.

History's deadliest plane crashes

The icing-up of the pitot tubes was "a phenomenon that was known but misunderstood by the aviation community at the time of the accident," the report pointed out.

Pilots should be trained on how to handle this event and a high-altitude stall with better technical instruction and flight simulator programs, the report said.

Airplane ergonomics should also be improved, it said, "to provide guidance to crews to help them recognize and manage unusual situations."

International communications systems should also be reviewed to ensure swifter response and recovery efforts after accidents at sea, the report said.

It took four searches over the course of nearly two years to locate the bulk of Flight 447's wreckage and the majority of the bodies in a mountain range deep under the ocean.

The aircraft's voice recorder and flight data recorder were recovered from the ocean floor in May 2011 after an extensive search using miniature submersible vehicles.

The Bureau of Investigation and Analysis said the data indicated that Flight 447 crashed because the aircraft's speed sensors gave invalid readings.

Who's really flying the plane?

Last year's report from the bureau said the airplane climbed to 38,000 feet when "the stall warning was triggered and the airplane stalled." It then descended, crashing into the Atlantic. The descent lasted three minutes and 30 seconds, and the engines remained operational, the report said.

Studies of the debris and bodies found soon after the crash led the French agency to conclude the plane hit the water belly first, essentially intact. Oxygen masks were not deployed, indicating that the cabin did not depressurize, the bureau said in a 2009 report.

Flight 447 was passing through an area prone to volatile and dangerous weather known as the Inter-tropical Convergence Zone when it went down. The zone is a belt of low pressure that wraps around the planet. Clouds and storms form along it because it is literally where the winds of the world's hemispheres meet.

Pilot: 'Damn it, we're going to crash'

A previous report from the French agency also raised questions about the training of the pilots on the flight.

The recorders revealed the pilots had failed to discuss repeated stall warnings and "had received no high altitude training" to deal with the situation, the bureau said.

They failed to regain control of the aircraft, and no announcement was made to the passengers, of 32 different nationalities, before it plummeted from the sky.

http://edition.cnn.com/2012/07/05/world/europe/france-air-crash-report/index.html

DISASTER FLIGHT JAPAN 747SR

The Boeing 747SR (Short Range) is an aircraft that was designed to be used on short, high-density routes. Due to its lower fuel capacity, it is capable of carrying over 550 passengers. For Japan Airlines 747SR, JA8119, Monday August 12, 1985 began no different than any other day. The aircraft had previously flown in from Kyushu and had arrived back at Haneda, Tokyo at 5:17 p.m. The aircraft was refuelled and new flight crew boarded, while the cabin crew remained from the previous flight. The only anamoly on this flight was that the First Officer was being upgraded by a Check Captain for promotion himself to Captain. JAL123, which was the assigned flight number for this trip, taxiied away from the gate at 6:04pm with 509 passengers on board, ready for the flight to the industrial city of Osaka which was 400km away.

In command of this flight was Captain Masami Takahama, 49, who was a Training Captain and had been with the company for nineteen years. He had 12,500 hours of total flight time. The flight took off at 6:12pm, and five minutes later while climbing on track to FL240 in visual conditions asked Tokyo ATC for a more direct route to Osaka. Tokyo Approved this request. Six minutes later as Tokyo ATC was tracking the flight, the emergency transponder code appeared on their screen, which was 7700. This is the emergency sqawk for aircraft in distress.

Aircraft: " Tokyo, Japan Air 123 . Request immediate... ah... trouble. Request return back to Haneda... descend and maintain flight level two two zero."

Controller: "Roger approved as you requested!"

Aircraft: "Radar vector to Oshima please"

Controller: "Turn right, heading 090, radar vector to Oshima."

The actual route of Japan Air 123 during the accident. Click for larger view.

The controller noticed that instead of making the 177° turn back toward Oshima Island, the aircraft was making only a gradual turn to the right onto a course of 50°. Crossing the Izu Peninsula and leaving it astern, it then headed out over Suruga Bay in a north-westerly direction. The aircraft had suffered an explosive decompression of its rear vertical tail plane, losing a 15 foot section of the leading edge and having all its flying controls rendered useless.

The aircraft impacted the lower slopes of Mount Osutaka, killing all but four people on board. The cause was found to be an improperly repaired rear pressure bulkhead, which had been repaired by Boeing some years before after the aircraft had been involved in a tail scrape on landing. This caused the loss of the flying surfaces in the tail, and the control surfaces to a certain extent on the wings. This was and still is the worlds worst accident involving a single airliner.

http://www.airdisaster.com/special/special-jal123.shtml

DISASTER FLIGHT MH635

The date 4th December this year marked 33 years since the ghastly Malaysia’s worst air crash which took the life of 100 people. Tragedi Tanjung Kupang was the deadliest and first fatal accident for our national carrier, Malaysia Airlines.

Picture from PaulChoong Exchange Airlines Postcard (Note: Same aircraft model but this is not 9M-MBD)
According to the wikipedia article, Malaysia Airlines Flight MH653, a Boeing 737-2H6 aircraft registered as 9M-MBD crashed at Tanjung Kupang, Johor, in Malaysia on the evening of 4 December 1977. All 93 passengers and 7 crew were killed instantly. The flight was apparently hijacked as soon as it reached cruise altitude. The circumstances in which the hijacking and subsequent crash occurred remain unsolved.

Flight MH653 departed Penang’s Runway 22 at exactly 19:21 hours for Kuala Lumpur’s Subang Airport (now known as Sultan Abdul Aziz Shah Airport).[Passengers included the Malaysian Agricultural Minister, Dato’ Ali Haji Ahmad; Public Works Department Head, Dato’ Mahfuz Khalid; and Cuban Ambassador to Japan, Mario Garcia. The pilot in command was Captain G.K. Ganjoor.
At approximately 19:54 hours, while at an altitude of 4,000 feet over Batu Arang and descending toward Subang’s Runway 33, captain G.K. Ganjoor reported an “unidentified hijacker” onboard to Subang Tower. The tower immediately notified the authorities, who made emergency preparations at the airport.
A few minutes later, however, Captain Ganjoor radioed: “We’re now proceeding to Singapore…”. Flight MH653 never touched down at Singapore.
At 20:15 hours, all communication with flight MH653 was lost.
At 20:36 hours, the residents of Kampong Ladang, Tanjong Kupang in Johor reported hearing explosions and seeing burning wreckage in a swamp. The wreckage was later identified as Flight MH653. The plane hit the ground at a near-vertical angle at a very high speed. There were no survivors and not one recognizable body was found

http://www.azuanzahdi.com/index.php/2010/12/04/remembering-the-4th-dec-1977-tanjung-kupang-tragedy/

DISASTER FLIGHT MH370

George Horak
As we have arrived at the end of the third week of the “mysterious disappearance” of a Boeing 777 of the Malaysian Airlines, it is finally beginning to dawn on the general public this entire episode is much more than just an unfortunate crash in the ocean of an airliner, something numerous experts surprisingly continue insisting on Contradicting news from different sources seem to indicate there is much more to this story and perhaps we will never learn the truth. The psychologically and cosmetically manipulated declaration of the Malaysian Prime Minister in front of the TV cameras leaves more doubts than before, as a tacit suspicion something isn’t quite right with this tale.
All the world news agencies bring the same pictures and similar yet ever-changing comments, apparently using a tightly controlled feed from the Malaysian Government. Or perhaps also other governments. The repetitive statements about nothing, showing the same scenes again and again, changing alleged location of “possible debris” and similar subjects just to fill out allotted time and maintain listeners hooked. This might have been acceptable two weeks ago, but now it sounds as flat-out manipulated news. The overstated insistence of searching for aircraft remains sounds like a pre-fabricated version of this incident.
The Prime Minister’s sudden unilateral “decision” about the Flight MH-370 crashing in South Indian Ocean (where it is very difficult to confirm anything at all) and his consequent official declaration about all passengers and crew being lost, are unfortunately not only based on imaginary assumptions but in view of all the other information intentionally misleading. Since there hasn’t been, and to this date isn’t any physical or other compelling evidence whatsoever to make such critical conjecture, his “official” conclusion is more than curious if not outright suspicious. It directly contradicts the fact simultaneously published by Malaysian Government that the location of Flight MH-370 is “officially unknown”. An interesting theory arises from these illogical conclusions, that only the perpetrators of this hijacking may be interested to disseminate this version to continue with the phony search efforts.
Instead of blindly accepting such statement or theorizing about the possible fate of that flight, why don’t we examine the confirmed facts. Using the inborn sense of intuition, accompanied by the individual development of common sense and adding to that our respective intelligence and education in basic psychology, let us analyze intimidating evidence using all those gifts plus one more, the most important one: cold logic. We will then see where all this leads us with regards of a reality scenario.

ONEA scheduled flight of Malaysian Airlines # MH-370 departed without incidents from Kuala Lumpur, with destination Beijing. Approximately one hour into the flight, this according to the Malaysian Government, all contacts with the airliner were lost and the craft declared as crashed in the sea. Please note, ALL CONTACTS. That is to say, not only an impressive series of automatic and semi-automatic devices and systems on board of a modern aircraft carried for control and safety reasons, but especially the huge high-tech net of detection devices in orbiting satellites and all the latest and the most precise instruments devised to date, operated in the area by several nations simultaneously. In view such situation is impossible, the only remaining explanation for that announcement is an intentional official cover-up.

TWONot only highly sophisticated communications but surprisingly also visual controls “were lost”. As if the airplane vanished from this Earth. Over the following days we have heard several dubious suggestions of how this could be done. The crucial question of “why” was disregarded. From all those expert opinions it is reasonably safe to extrapolate the fact that for some unexplainable cause suddenly all of the mentioned modern technology instruments were unable to detect a flying object of almost the size of a football field, build of reflecting materials and metals, generating complex magnetic fields and irradiating considerable infra-red spectrum waves from its multiple operating machinery. All this while a trustworthy source ascertains a SAR satellite can detect an object of the size of a beer bottle cap.

THREE
The overly simplistic initial conclusion followed immediately. The airplane crashed into the sea. Not quite so conclusive, since there were no signs of such disaster. Suddenly a curious report emerged that the plane had “changed course” prior to the “disappearance”. Why could those same instruments that detected the vanishing of the airplane suddenly indicate a course change when the jet wasn’t “there” any more ?

FOUR
After initial confusion and following realization the Malaysian Government was withholding information for some unknown reason, Malaysia graciously “permitted” other, much more experienced and better equipped countries “to help” in the investigation. To this effect nearby aircraft and ships from all parts of the world flocked in. Allegedly all those countries and their respective agencies conducting the investigation were cooperating. In lay terms that means they were constantly sharing and comparing information. Or were they?

FIVEThe growing insistence on a crash scenario was suddenly confronted with contradicting reports of the airplane continuing flying for hours, emerging from different, more credible sources, such as Boeing and Rolls-Royce. The theory the aircraft was overtaken by terrorists surfaced as a plausible alternative. From a purely logical aspect it was the most credible theory of them all, in view no traces of the airliner have been found. It also made sense with regards of the reported course and altitude change, something Malaysia tried to hide from the public

SIXWhile theories did not cease to flourish, one principal fact began to be clear. The aircraft did not crash, and all the previous assumptions were false, possibly even intentionally so. Under such circumstances the certainty Flight MH-370 has been hijacked seemed to be the most logical and also the most reasonable theory yet.
SEVENIf this disappearance was indeed an act of air piracy, it has been expertly and flawlessly executed. To a point where international experts seemed to be confused in their estimates. It became obvious the hijacking was accomplished by extensive knowledge of the air traffic patterns and flight controls, employing masterful evasion tactic, where for all those marvelous detection systems the plane simply disappeared from view. Or did it ?

EIGHT
While apparently most of the communication and other systems on the aircraft can be turned off in a certain sequence, there is at least one that cannot. The Rolls-Royce monitoring system operates at all times while the engines are running. Another indisputable fact therefore is Rolls-Royce had confirmed those engines continued operating at least 5 (five) hours after the report the aircraft has crashed into the sea. At the speed the a Boeing 777 flies and with the normal fuel capacity the jet could cover an approximate radius of nearly 3,000 miles, in any which direction. That is the realistic perimeter of the actual location of that airliner right now. If not the official systems, then Rolls-Royce can pinpoint with great precision not only WHEN but particularly WHERE were those engines turned off.

NINE
Not only there were concealed confirmations the aircraft was actually on the ground, but this scenario was further supported by declarations of the family members trying to contact the passengers and confirming their phones were ringing.
*
The results of the integration of these facts is simply astonishing. As to the realistic answers based on this evidence, if a clandestine group not only had the access to all that knowledge and managed to make that airliner allegedly “disappear into thin air”, isn’t the theory of a delayed crash into the South Indian Ocean and the insistence of continuing the search a completely irrational statement ? And to top it off, list “running out of fuel” as a proof of such conclusion ? Why would those highly skilled authors capable of performing all that magic disappearance suddenly be so naïve as to “run out of fuel” in middle of nowhere ? For the sole reason to delay the inevitable destruction of the craft somewhere in the inhospitable waters of the Indian Ocean instead of getting it over with at the point of taking over the control ?
Unless indisputable parts of the missing jet are recovered and as such confirmed by Boeing, since there is a possibility of long-range planning of similar parts dropped in the ocean to simulate a crash scene, there begins to be a high percentage possibility to assume the entire purpose of this operation was and effectively is a need of an airplane for even more daring operation. Speaking of plants, there even exists the far-fetched possibility the black boxes were dismounted and dropped into the ocean somewhere. While frightening scenarios, proportional to the excellent planning and execution of the perpetrators begin to emerge from a pile of infantile and intentionally misleading fantasies, several nations may be involved in a gigantic cover-up scheme that takes shape for one single purpose of the entire spectacular operation: TO ACQUIRE A MODERN AIRLINER TO CATASTROPHIC ENDS..
In view the SAR satellites monitor and record everything that moves in the entire world, in air, in water, on land, and underground, to a point where even radars become obsolete, beyond any doubt the entire ongoing process of alleged search for Flight MH-370 is a world-wide deception. There seems to be no other logical explanation of this incident. The scope of this operation can only be compared to 9/11, and the capability and apparent triumph of the perpetrators to pull this off can only be attributed to the cooperation of multiple governments with an overall control of top level international news media involvement in this episode.. .
There are numerous variables possible, from landing at one of the relatively close islands within the indicated perimeter to a much larger fuel reserve previously and secretly stashed aboard the craft in lieu of cargo. There even was an improbable alternative of the possibility of refueling in flight. Any which of these theories are to some degree possible in view of the unquestionable success in stealing this airplane. The mere suggestion the planners would overlook such detail as fuel shortage is inconceivable.
In conclusion. While there is no certainty about the actual fate of Flight MH-370 at this moment, in view of this very successfully staged disappearance of the jet and the clearly misleading official declarations regarding detection failure, there is a near certainty the craft got somehow secreted away from public view. If that were true, unfortunately regardless whether all the people aboard are dead or alive, that perfect execution speaks very highly of its authors and in that case there is an even more dangerous conviction of another plan somewhere in the near future. It is impossible to make any predictions based on logical conclusions only, but if so, then there is an aircraft somewhere which will be used for some rather spectacular purpose. Let us not underestimate our armed forces and the National Security organizations, but it is of vital importance not only they accept this alternative but they act upon it.
To continue theorizing and assuming the people who pulled this off are very intelligent and very resourceful in numerous aspects connected with air traffic, out of all possible fantasies let us imagine just one terrifying scenario alternative. Al-Qaeda, or any other terrorist organization will not likely forget President Obama’s successful operation to hunt down Osama bin Laden. What if for example, in retaliation, that airplane, easily disguised as belonging to another airline, loaded with nuclear explosives manages to infiltrate the regular Trans-Atlantic routes until it is too late to identify it and crashes into The White House ? And don’t entertain any hopes the Obamas won’t be there. Those authors of that perfect hijacking won’t make a mistake like that. They will be there. Think about it. And if not The White House, why not New York City?

http://somalilandtimes.net/sl/2014/635/27.shtml

Tuesday, 16 September 2014

Miss Emili, Miss Shaa, Miss Ann, Mr P, Mr V

Hello There! Lets talk about disasters that occurred a lot these days which is aviation disasters. We see news go non stop about this. What is it that we don’t know?

Definition

Based on the link http://en.wikipedia.org/wiki/Aviation the meaning of aviation is the practical aspect or art of aeronautics, being the design, development, production, operation, and use of aircraft, especially heavier-than-air aircraft. The word "aviation" was coined by French writer and former naval officer Gabriel La Landelle in 1873, from the verb "avier" (synonymous flying), itself derived from the Latin word "avis" ("bird") and the suffix "-ation".

Cause of disaster

The most common causes of aircraft crashes include the following:

Defective Design and/or Materials - Defects in this category can cause metal fatigue, cracking, and/or in-flight failure of critical components.

In-Flight Instrument or Avionics Failure - Cockpit instruments such as attitude indicators, altimeters, and autopilots can fail in flight without warning, with catastrophic results to pilots and passengers.

Negligent Maintenance or Repair - Maintenance records and log books are kept to record an aircraft's maintenance history, and are an important part of any postcrash investigation.

Pilot Error - A pilot's failure to exercise due diligence can be a principle or partial cause of a crash.

Air Traffic Control Errors - Failure to follow proper air traffic control rules and procedures can lead to disaster.

In-Flight Icing - Icing is a contributing or causal factor in numerous fatal aircraft crashes.

Fuelling Errors - Fuel mismanagement such as starvation, exhaustion, or contamination often results in crashes.

History of disaster

1919

August 2 – A Caproni Ca.48 crashes at Verona, Italy, during a flight from Venice to Taliedo, Milan, kills all on board (14, 15, or 17 people, according to different sources).

1922

April 7 – In the first mid-air collision of airliners, a Daimler Hire Ltd.-operated de Havilland DH.18A, G-EAWO, collides with a Compagnie des Grands Express Aériens (CGEA)-operated Farman F.60 Goliath, F-GEAD, over the Thieulloy-St. Antoine road near Picardie, France, killing all seven people on both aircraft.

1923

May 14 – An Air Union Farman F.60 Goliath crashes near Monsures, Somme, France due to the structural failure of a wing, killing all 6 on board.

August 27 – An Air Union Farman F.60 Goliath crashes near East Malling, Kent, England due to engine failure, and confusion among the passengers, killing one of 13 on board.

1924

December 25 – An Imperial Airways de Havilland DH.34 crashes near Purley, Surrey, England killing all 8 on board; the cause was never determined.

Who investigated?

Annex 13 of the Chicago Convention provides the international Standards And Recommended Practices that form the basis for air accident and incident investigations by signatory countries, as well as reporting and preventative measures. The International Civil Aviation Organization (ICAO) is specifically focused on preventing accidents, rather than determining liability.

Australia

Within Australia, the Australian Transport Safety Bureau is the federal government body responsible for investigating transport-related accidents and incidents, covering air, sea, and rail travel. Formerly an agency of the Department of Infrastructure, Transport, Regional Development and Local Government, in 2010, in the interests of keeping its independence it became a stand alone agency.

United Kingdom

In the United Kingdom, the agency responsible for investigation of civilian air crashes is the Air Accidents Investigation Branch (AAIB) of the Department for Transport. Its purpose is to establish the circumstances and causes of the accident and to make recommendations for their future avoidance.

Safety

In over one hundred years of implementation, aviation safety has improved considerably. In modern times, two major manufacturers still produce heavy passenger aircraft for the civilian market: Boeing in the United States of America, and the European company Airbus. Both place huge emphasis on the use of aviation safety equipment, now a billion-dollar industry in its own right; for each, safety is a major selling point—realizing that a poor safety record in the aviation industry is a threat to corporate survival. Some major safety devices now required in commercial aircraft involve:

Evacuation slides — aid rapid passenger exit from an aircraft in an emergency situation.

Advanced avionics – Computerized auto-recovery and alert systems.

Turbine engines – durability and failure containment improvements.

Landing gear – that can be lowered even after loss of power and hydraulics.