Why?
In a word, "turbulence." If you've ever been flying in really bad weather in a small plane, you probably won't want to repeat the experience.
There are 738 replies in this Thread which has previously been viewed 123,056 times. The latest Post () was by Rice.
Why?
In a word, "turbulence." If you've ever been flying in really bad weather in a small plane, you probably won't want to repeat the experience.
Because inside the Cumulo nimbus cloud, especially if they have the shape of an anvil, there are currents of wind going up and down, very strong, and they could destroy the airplane structure.
That was the reason why an Airbus of Air France, coming from Brazil and going to Europe, a few years ago, tried to evade not going to the left or right, but going up very suddenly. The plane entered in a stall (loosing its sustentation force) and went down without possibility to correct the drive. That was because a young co-pilot was in charge of the plane when the captain went to the
restroom for a few minutes. All passengers and crew died, and the plane was destroyed and difficult to find its remains in the bottom of the Atlantic ocean.
I am suprised that a co-pilot did not know how to evade. Even a lay man as I am, know it.
Because inside the Cumulo nimbus cloud, especially if they have the shape of an anvil, there are currents of wind going up and down, very strong, and they could destroy the airplane structure.
That was the reason why an Airbus of Air France, coming from Brazil and going to Europe, a few years ago, tried to evade not going to the left or right, but going up very suddenly. The plane entered in a stall (loosing its sustentation force) and went down without possibility to correct the drive. That was because a young co-pilot was in charge of the plane when the captain went to the
restroom for a few minutes. All passengers and crew died, and the plane was destroyed and difficult to find its remains in the bottom of the Atlantic ocean.
I am suprised that a co-pilot did not know how to evade. Even a lay man as I am, know it.
Wasn't there also a problem with a pitot pressure tube inlet freezing and giving erroneous altitude information to the pilot? (A problem magnified by the co-pilot's inexperience.)
Here's more information on that Air France flight.
Here's more information on that Air France flight.
Very interesting your source.
But all these problems could be avoided if the pilot or the co-pilots would evade the storm front to the left or the right, wihout trying to climb up and pass above the storm front. The storm front appeared in the radar screen, so they were warned that they were going to get inside it. The Pitot tube failure collaborated with the catastrophe as well, giving false information about the loss of altitude.
Another accident due to Pitot tube failure occurred in 1997 when an passenger aircraft from Austral fall near Fray Bentos in Uruguay, coming from Posadas to Aeroparque BA,
No wonder that a cumulonimbus cloud was part of the unfavourable conditions.
This is the story:
The aircraft, which left from Posadas and was due to land in Aeroparque Jorge Newbery, Buenos Aires, was forced to divert towards Fray Bentos to avoid a storm. Examination of the aircraft's flight data recorder (FDR) revealed that shortly after the diversion occurred, the aircraft airspeed indicator began to fall to an alarmingly low indicated airspeed. Unbeknownst to the pilots, this was caused not directly, by a loss of power, but by ice formed inside the pitot tube, which reads the airspeed for the indicator by measuring the pressure of inflow air. The ice obstructing the pitot tube reduced the air inflow, thus giving an erroneously low indicated airspeed.
In response to what they interpreted as a loss of engine power, the pilots gradually increased power from the engines in order to maintain airspeed; seeing no improvement, they contacted the control tower in Ezeiza Airport and requested clearance to descend to a lower altitude. After receiving no response, the Captain decided to descend to a lower altitude to increase speed even with no clearance received from the Air Traffic Control. While descending from their assigned altitude of 35,000 feet and reaching 31,700 feet, the Captain identified the faulty airspeed indication and ordered the First Officer to stop descending and to reduce speed, because the readings were unreliable. However, the First Officer disregarded the Captain's commands and deployed the wings' slats to maintain their altitude and lower the plane's stall speed. Consequently, at this point the airplane was actually flying at a higher speed than normal; it was descending, which further increased airspeed to a point dangerously near to Vne, the "never exceed speed", above which structural damage to the aircraft might occur.
With the slats extended at a speed beyond their operational limits, one of them was torn from the aircraft, causing catastrophic asymmetry in the airflow over the wings. The aircraft immediately became uncontrollable and crashed.
According to an investigation by both the Argentine and Uruguayan Air Forces, the pitot tube—the primary instrument for measuring aircraft airspeeds—froze when the aircraft passed through a 15,000-metre (49,000 ft) high cumulonimbus cloud, blocking the instrument and causing it to give a false reading. Compounding this problem was the absence of the alarm designed to report such a malfunction (raising serious questions about inspection irregularities by the Argentine Air Force).
During the descent, the FDR recorded an increase in the airspeed from 300 kilometres per hour (190 mph) to 800 km/h (500 mph) in three seconds, which could only signify the sudden unfreezing of the pitot tube. Specialists estimated that the aircraft crashed almost perpendicularly to the ground, at a speed of 1,200 kilometres per hour (750 mph). Depending upon the source, the crater left by the crash was 6 metres (20 ft) deep and 30 m (98 ft) wide, 25 feet (7.6 m) deep and 30 ft (9.1 m) wide, or 25 ft (7.6 m) deep and 80 ft (24 m) wide.
Here is the dangerous cumulonimbus cloud
From now on, when I see an anvil-shaped cumulonimbus cloud, I will know better than to simply smile and enjoy its beauty!
From now on, when I see an anvil-shaped cumulonimbus cloud, I will know better than to simply smile and enjoy its beauty!
Or jump off a hill to enjoy it from the inside.
The map just tosses this one in, with the likes of Nether Wallop and Great Snodsbury.
The weatherman does not look as a Welsh at all.
I will not combine these names ... I will not combine these names ... I will not combine these names ...
I will not combine these names ... I will not combine these names ... I will not combine these names ...
what, like
"Did Fattiehead Jump to Netherwallop Droop or did Brown Willy Wigwag Beer on Loose Bottom Spunkie in Crapstone before Blotusfleming took his Matching Tye to Great Snoring?
what, like
"Did Fattiehead Jump to Netherwallop Droop or did Brown Willy Wigwag Beer on Loose Bottom Spunkie in Crapstone before Blotusfleming took his Matching Tye to Great Snoring?
Gaaaah!!! I said no!
Gaaaah!!! I said no!
Does that mean you want me to continue?
Very funny! I'll have to say that young parents we know seem to face a barrage of stressors and decisions never before known to parents. Children's lives are now so structured, with every possible kind of sports, music and language lessons, etc., that there is little time for kids to just be kids.
The picture also forgot soy milk