WHY AIRBUS FLIGHT 447 AIR FRANCE WENT DOWN
deutsch.teilnehmer.ydk
technology whose knowledge is based upon a science,
of vague assumptions (Composite Fiber Lamination -
Thermoforming) based on debatable figures (Material
Characterization) from inconclusive instruments
(Materials Science's Rheometry), performed with
equipment of problematical accuracy (Fatigue Testing
and Fracture Mechanics of Polymeric Materials) by
persons of doubtful reliability and of questionable
mentality.
Because my world is Salvage Engineering, we are, as
engineers and as salvors, members of a profession
defined by concepts, rather than a craft defined by
procedures. Moreover, there is no substitute for good
judgment in the absence of hard facts. Good judgment
in the absence of facts is made possible by a
thorough understanding of similar situations. Only
through mastery of the underlying concepts is it
possible for us to improvise or apply innovate
solutions to problems where standard procedures
do not apply.
Familiarity with established practice combined
with eager evaluation of new situations is the
underpinnings of a progressive profession as mine.
This is doubly true in salvage, where the requirement
to deal with old models aircrafts, operating many
times in remote, undeveloped areas, and improvising
in the field mandates a knowledge of techniques and
equipment considered obsolete in other fields, while
the advances in aircraft technology (aeronautics and
avionics) as well as increases in aircraft size
demand that salvors engineers be familiar and fully
conversant with the latest aeronautics and avionics
innovations. A "standard" reference is often taken as
the defacto extent of the breadth and depth of its
subject. We, as Salvage Engineers, we NEVER t
ake the "standards references" as a "defacto reference"
for our work.
Remember; we are working within the LIMITS of
aircraft performance feasibilities. The "breaking
point" of these LIMITS, sadly determine THE
REASONS why a plane, have crashed!
Do we always need an aircraft "Black Box" to have a
clear and present danger profile presented by the
CASUALTY in the moment of its TOTAL FAILURE?
NO! And, Air France Flight 442 is an example of it.
Therefore, BEFORE briefly explaining the WHY's, let
me expose the WHAT! What was the EVENT that
brought Air France, Flight 442 down to the Atlantic waters?
The MAIN REASON for the CATASTROPHIC FAILURE
for the CASUALTY (destruction of the aircraft) was a failure
to distribute the OCCILATING LOADS or, to put it in
simple terms the failure for the JUNCTION between the
aircraft's fuselage or payload carrier, versus the
eccentric geometry of shear stress and oscillatory
forces suffered by the VERTICAL STABILIZER and it's
RUDDER (controlling the airplane JAW, right and left
side to side positioning) when the total aircraft
unit was exposed to extreme deformation forces
created by the storm, and directional velocity of the
craft.
That, created an uncontrollable oscillation of the
whole VERTICAL STABILIZER (the passengers would
have felt tremendous shacking back and forth right and
left inside the cabin who may have been interpreted
by such passengers as an immense turbulence.
Then, when the JUNCTION between the VERTICAL
STABILIZER and the FUSELAGE gave up, the VERTICAL
STABILIZER broke apart of the body of the plane.
The breaking of the VERTICAL STABILIZER form the
FUSELAGE created an IMMEDIATE DECOMPRESSION
inside the passenger's cabin that perhaps, knocked out
some of the passenger who lost conscience because de
differential pressure returning to EXTERIOR PRESSURE,
or ZERO DIFFERENTIAL.
From then on; sadly, I must say..., the aircraft or
what remained of it, felled straight down, 32.000
feet to the Atlantic Sea, fully destroying what was
left of the fuselage, and killing anyone of the
passengers that still remained alive.
In conclusion; WHAS this a problem with the SPEED
SENSORS? Nah! the pitot transducers (speed sensors)
[perhaps, may have collaborated to the extend of the
catastrophic failure for acceleration's variances,
BUT WHAT REALLY DESTROYED THE AIRCAFT, was
the MATERIAL FAILURES of COMPOSITE FIBERS UNITS,
like the VERTICAL STABILIZER vis a vis the JUNCTION
POINT with another COMPOSITE FIBER TUBE, the
FUSELAGE.
The STRAIN and STRESS DIFFERENTIALS working at the
JUNCTION POINT, separated by brake, both components,
the VERTICAL STABILIZER from the FUSELAGE and the
aircraft went down.
I am of the firm believe that AIRBUS is a VERY
DANGEROUS CRAFT, because of its CONSTRUCTION
(composite fibers) and a DESIGN FAILURE in the
aircraft JUNCTION POINTS of STRESS and STRAIN
who HAVE PROVED to be FRAGILE to OCCILATING
TRAYECTORY FORCES.
ALL AIRBUS aircraft, SHOULD BE GROUNDED until
a -re-design of structural stability is 100% obtained!
YDK
JFK
442? Se te perdieron 5 GREGGO!
JFK
zx
look crash database
http://www.planecrashinfo.com/index.html
http://www.planecrashinfo.com/database.htm
one Boeing 747 twa was exploded in full sky, electric problem in fuel tank,
the 17 july 1996, (boum! you re dead)
New York City - Paris
http://www.planecrashinfo.com/1996/1996-41.htm
you are not in security, like car, you take the risk of crashing. boeing,
lm, md, airbus,
not the problem, but the time of your destiny.
Fortinbras
funktionierte, ging. Müssten alle Firmen bombenfeste Flugzeuge jetzt bauen?
Mit freundlichen Grüssen
Fortinbras
--
Using Opera's revolutionary e-mail client: http://www.opera.com/mail/
deutsch.teilnehmer.ydk
Mon ami, jamais, que je me souviens, en tant que pilote de ligne
nationale et internationale d'affaires ont refusé de voler de leurs
aéronefs. Pour la première fois, les pilotes d'Air France et de tous
les syndicats de pilots Françaises refusent maintenant de voler
des avions Airbus à Air France, Airbus, et de remédier aux problèmes
très sérieux de ces plateformes de vol.
Ici, mon ami, n'est pas une question de la concurrence des produits.
Si Airbus est meilleur ou pire que Boeing. Voici une question de vie.
Un problème de conception et de l'absence de mesures proactives
pour remédier immédiatement le problème crucial des composantes
fondamentales de vol, et que les jours passent, car il ne prend pas
immédiatement des mesures pour remédier au problème.
Bonne de parler à vous.
YDK
deutsch.teilnehmer.ydk
Hallo, mein Freund, das ist der Auffassung, dass die nicht entgangen,
die Liste der Möglichkeiten ist, die von den Behörden.
Ab diesem Moment gibt es keine Beweise für eine Bombe Explosion,
aber auch das bedeutet nicht, dass eine Bombe hätte Flug 447 nach
unten.
Mit freundlichen Grüssen
YDK
deutsch.teilnehmer.ydk
Oh! 442! my sincere apologies about my mishap! :)
YDK
zx
same
the pilot and team don t wanted fly ? i don t think realy that is something
to do.
sensor trouble is the same on any plane.
Nobody know what uppon about the crash, the answer will come after
collecting
airbus pieces, body autopsy, and the most important thing, after the analyse
of two black box
recorder, after 2 or 3 month work we will know better.
zx
but i dont believe this version.
like the crash of boeing 757,
http://en.wikipedia.org/wiki/Birgenair_Flight_301
JFK
<deutsch.teilnehmer....@gmail.com> wrote:
> Oh! 442! my sincere apologies about my mishap! :)
>
> YDK
No pro, bro!
JFK
Ps: 442 is a bad ass Olds!
http://www.oldride.com/imgitem/86798056733700_tmp_org.jpg
Robert Morpheal, Morphealism, Bob Ezergailis
significant. The fault indicators show a pattern of electrical
failure, including the computers. The problem is the cause... most
likely electromagnetic interference due to the storms in the area.
Storms can generate huge amounts of electromagnetics, including but
not limited to lightning. Aluminum wiring, plus fly by wire, and
reliance on flight computers combined with severe electromagnetics
occurring in the immediate environment, could easily render the plane
unflyable.
It would be interesting to put an Airbus 330 in a chamber where severe
atmospheric electromagnetic radiation patterns could be duplicated to
test the effects on the plane's electrical and electronics systems. I
think it should be done.
Most likely that the pilots could do absolutely nothing to control the
plane. They could perhaps have a last drink before they crash. They
knew this, and that is why the seats are not even folded down in the
cockpit.
By the way the bathroom trouble indicator, at the start of the fault
indications is most likely an electrical fault as is common in that
area on most planes due to way planes are wired.
Aluminum wiring harnesses have another implication. Aluminum, often
used for EMR shielding due to its ability to attract and disperse
electromagnetics can act in the same way in harnesses. It collects and
carries the inductive potential quite readily, potentially creating a
very real danger that is potentially worse than properly shielded
copper. Remember that aluminum is a material of choice in EMR
shielding exactly because it is good at attracting electromagnetic
interference.
Keep in mind that the fly by wire systems are derivative from military
technologies, but are very cheapened versions, without the milspec
standards being applied to protect the system from EMR.
That is the problem with excessively automated modern aircraft such as
Airbus. They tend to disconnect their pilots in an emergency and then
make up their own minds as to crashing. Nothing anyone can really do
when the plane makes up its own mind, closes its mind completely, and
goes down.
Robert Morpheal
On Jun 8, 10:56 pm, "deutsch.teilnehmer.ydk"
<deutsch.teilnehmer....@gmail.com> wrote:
> I am of the firm believe thatAIRBUSis a VERY
> DANGEROUS CRAFT, because of its CONSTRUCTION
> (composite fibers) and a DESIGN FAILURE in the
> aircraft JUNCTION POINTS of STRESS and STRAIN
> who HAVE PROVED to be FRAGILE to OCCILATING
> TRAYECTORY FORCES.
>
> ALLAIRBUSaircraft, SHOULD BE GROUNDED until
Amby
Airbus is the company, the plane that crashed was a brand new Airbus
A330, a state of the art jet-liner, and you're correct that boeing has
more crash records than airbus, nearly double you can say and airbus
has the best saftey record for airliners, like it's A340, not even a
sngle crash has happened with it, and the A380, not fully in use right
now, will be the safest airliner in the skies of tomorrow..