Some reasons BBC, CNN, Fox, et al.Originally Posted by Necron99
Media loves this shit. Bunch of talking heads and "experts" spuoting wild speculative nonsense when the fact is they've no idea what happened.
Breaking news my rosie red ass. Only "breaking news" is flight has gone missing. Until it's found or heard from. STFU!
Idiots the lot of them.
Not much news other than Greek ferry.
Which of course is why no one is posting on this thread.........
Where are the nutjobs?
With MH370 we had ten pages of CIA tinfoil hat fuckwittery by this stage....
To note that all commercial aircraft know what the weather conditions are about before they take off - being monitored and advised throughout their routes. Always going out of their way to avoid unsavory situations......yet, if the conditions are developing and changing, as it seemed to be during their flight period, almost impossible to avoid it.....
Another unfortunate tragedy.
In this day and age with all the information and technology available, why do they even take of knowing the weathers shit, Desire for profit? Maintain schedules, flying in the wet season in Asia scares the shit out of me, I constantly monitor weather info 2 days before flying, especially in Laos after the Pakse crash, pretty sure the konts Fly like they drive vigos
I have been flying AirAsia since the get go.
Actually scored a free flight on its first flight from Perth To KL around 10 years ago or more. Had many flights since where I payed Taxes only. Must of taken hundreds of flights by now.
They use mainly new planes and provide a top service for the price.
I also like Malaysian Airlines but stopped using them because of AA very competitive pricing.
Hey, Shit happens dudes, It won't be long before I'm on another AA flight.
More dangerous walking down Silom and being Buggered by a Lady boy.
That the facts.
RIP to the Passengers EH.
Last night around 10.00PM there was a flash storm in Bangkok, I have never experienced anything like it.
It was sudden and severe, felt like it would blow the door from my Condo.
Lasted maybe 30 minutes and then gone.
Jesus, glad I was not in a Friggin plane
We do tend to dwell on the sensationalism of these odd tragedies.
Remembering the thousands of flights daily worldwide without incident.
The same centered and generalised thought process attached to any oddly random occurrence - all of a sudden it's everywhere and sensitivities are heightened and aware.
Like shark attacks or tsunamis or civil wars or whatever.....
All of a sudden, very rare events are everywhere [no they're not] and high attention is brought to our easily manipulated character.
Shit does happen, yet not epidemic.
No ones fault or to be blamed - lost, is the logic of pinning political reasoning behind the basic foundation of things happen - it is what it is.
from a western pilot working in indonesia, quoted from pprune forum.
IR = instrument rating,As an aside, on my last air asia flight, there was an article in the inflight mag, about how their crews were superior, and do not be alarmed if you see a young captain as it is because their training is so much more advanced than the west, which is why there are so many older fo's in the west..it was quite staggering to read this arrogrance in their in flight mag, but this mind set is not surprising in this part of the world...
I witnessed one of our company pilots renew his IR with a DGCA inspector, by performing one visual approach...i kid you not. The level of oversight of the DGCA is unbelievable...you dont even require a me-ir to get a job on an airline in indo....
ME-IR = Multi Engine and Instrument Ratings.
DGCA = The Directorate General of Civil Aviation.
from airasias inflight magazine, july 2014.
you pays your money (with cheap airlines such as air asia, not very much.) and you takes your choice.
PILOT TO CAPTAIN
Promotion to the position of aircraft commander in Asia is generally faster than in the West.
This has led many to think that younger Asian captains are less experienced.
This is not true.
Most of these airline-sponsored pilots are well trained from day one, whereas promotion in the West is slow and getting into a legacy airline is arduous.
Cadet pilot programmes are unusual in the West, where the majority of airline pilots start their career in general aviation and build up their flying hours along the way.
As such, it is not uncommon to see a 50-year-old first officer in the US, with about 15,000 hours under his or her belt, still waiting for an upgrade to commander in a legacy airline.
In Asia, on the other hand, cadet pilot programmes are available and a pilot with 5,500 hours can be selected to become a captain of a jetliner in about eight to 10 years from the day he was specially recruited to undergo rigorous training.
A pilot may even be as young as 26 to 28 years old when he/she first earns his/her four bars (the golden or silver stripes on the shoulder that indicate the rank of captain).
Our pilots may be young but rigorous training prepares them to assume the role at a younger age without compromising on expertise.
Last edited by taxexile; 28-12-2014 at 10:43 PM.
from airasia flight magazine, november 2014.
WEATHERING OBSTACLES
From The Magazine,Pilot's Perspective,Captain Lim,Travel 3Sixty,AirAsia,Inflight Magazine,AirAsia X Simulator Flight Instructor,Captain Lim Khoy Ling,Weathering Obstacles,flying with thunderstorms.
Pilots are trained to read weather patterns and manoeuvre around meteorological hazards for safe and smooth flights.
Capt. Lim Khoy Hing discusses how pilots and the aviation industry handle inclemental weather.
Words: Captain Lim Khoy Hing
Flying a plane has come a long way since the Wright brothers first flew the Kitty Hawk more than 100 years ago.
Many issues on weather that once affected flight safety have since been understood and addressed. Aircraft are much better equipped and good flying techniques are constantly being introduced to ensure that passengers travel in the utmost safety and comfort.
Pilots take great pains to plan every flight, as carefully as if their very own families were on board. Prior to every departure, the captain and his first officer run through a series of briefings, especially on how to manage threats or deal with errors with regards to weather for the day.
When I was flying, I would first check if my flight would encounter turbulence or thunder clouds (cumulonimbus), or whether there would be any rain or poor visibility, which may potentially hamper my landing.
HANDLING TURBULENCE
,flying in the rain,seat belts fastened,seat belt sign has been switched off
Passengers are advised to keep their seat belts fastened throughout the flight even if the seat belt sign has been switched off.
Turbulence is a common topic discussed by air travellers. A plane flying in the air is just like an ocean liner at sea.
When the sea is rough, the ship will rock. Similarly, a plane will shake on encountering turbulent air.
There is nothing for passengers to worry about, as long as they have their seat belts securely fastened.
In fact, the captain would already know in advance that he would be approaching an unavoidable patch of irregular air mass. Visually, he would know that the rocky ride would soon affect his plane and he’d try his best to manoeuvre away from the turbulent air.
A pilot can also check the smoothness of his journey by reviewing the route forecast on the paper flight plan, as every segment of his flight would have an indication (shear rate) as regards to the severity of turbulence to be encountered.
Shear rate is a measurement ranging from a figure of zero to 20. Anything rated five upwards is a warning to the captain to be on his toes. Depending on the ride, he may caution passengers by switching on the seat belt sign as a precaution.
Prior to encountering the so-called ‘roller coaster ride’, he would reduce his speed just like a motorist when approaching a speed bump on the road.
Consequently, this causes a reduction in noise experienced within the cabin as the engine power is decreased, which may, at times, cause some passengers to feel anxious. After a short period, the power would resume to normal as the automatic thrust gradually sets in to maintain the lower speed. When the turbulence has passed, the seat belt sign would be switched off and passengers would once again be free to move around the cabin.
Turbulence is normal. It may, at times, cause the wing tips of the aircraft to flex a little, but they are designed to do so. Structurally, the wings of most modern planes are very strong. They are constructed to withstand about 150 per cent of the strongest force that the plane can encounter in flight!
AVOIDING THUNDERSTORMS
Thunder clouds are shown on the radar screen of the plane as red and pilots avoid them like the plague! Flying in their vicinity would make for a choppy ride and lightning strikes become a possibility.
Depending on the height of the plane and the clouds, the captain may request deviation of around 20 nautical miles in order to stay clear of turbulence associated with this cloud.
However, lightning in the vicinity of a thunderstorm, though fearsome, is generally not dangerous to the airplane or passengers. Even if there is a direct strike, it will not penetrate the cabin. Modern airliners are built to absorb over eight times the energy carried by a bolt of lightning. When an airplane is struck, the electrical charges just traverse the length of the aircraft and exit through the static dischargers at the trailing edges of the flaps or tailplane.
I have personally experienced lightning strikes on my plane when flying and treated it as a routine occurrence. I merely reported the encounter to the engineer upon landing.
NAVIGATING WITH POOR VISIBILITY
Poor visibility is a factor to be considered for safe landing. A well-trained flight crew will be able to land an aircraft even in very poor visibility of 100 metres, using the Instrument Landing System (ILS) – a highly accurate and dependable system that is fully capable of guiding an airplane to a runway in poor weather conditions. For airports without the ILS, then, visibility has to be good in order for a pilot to attempt landing.
There is conventional wisdom amongst pilots that they should not attempt a third landing once they have already tried twice to land in poor visibility without the aid of the ILS. Instead, they should divert to another airport. Statistics have proven doing otherwise to be ill-advised.
FLYING IN THE RAIN
Rain may reduce visibility during take-off or landing. Commercial airliners have strict rules about weather conditions, including minimum visibility. There are operational limitations. For instance, I have refused to take off in the rain with cross winds during an approaching typhoon – a decision that incurred the ire of some passengers. Such actions are taken with the safety of passengers in mind.
Passengers are quite delighted when a landing is smooth. That usually happens on a good day when the runway is dry. However, landing smoothly is not necessarily desirable all time. When the runway is wet, a firm, positive touchdown or landing is necessary, in order to prevent aquaplaning. Too smooth a landing will fool the computer into believing that the plane has not landed and the anti-skid system operation may not kick in. Advanced avionics and computerisation have made it possible to land in low visibility without much fuss.
COOL IN THE COCKPIT
While you might imagine that the cockpit crew are working furiously when encountering turbulence, the truth is that your pilot is wondering if there are any passengers that may have forgotten to buckle up when the seat belt sign is switched on.
To the flight crew, turbulence is a normal part of flying.
Wings and the body structure of a plane are incredibly strong and can withstand very strong pressure exerted on them.
Even in very poor visibility, auto-landing will safely deliver you to your destination.
As such, rest assured that your captain is well equipped to fly you to your destination as safely and as comfortably as possible.
Unless she has a massive appendage you will likely survive the assault, Dr Terence...However, there is no safety manual currently available that I know about...Originally Posted by terry57
^ Well, they were hardly going to print:
Bad Weather ahead..... OH MY GOD, WE'RE ALL GOING TO DIE!
were they?
^Non sequitur...
Very sad.
So a stall while trying to climb during bad weather is suspected.
You'd think the transponder or whatever gives the radar info etc. would continue to work even when general power is lost. There are graphs showing the plane's altitude from take-off, then stops dead at 30k+ feet. You'd think they'd be set to give off whatever signals with a back-up battery so people could track the altitude of it's decent. It can't be that difficult to do, surely.
No black box signals yet, either.
Quite the attitude, considering that their safety record was so bad that the EU banned the lot of them from flying into their airspace in 2007 The bad was lifted in 2009 except for Lion Air which is still banned.... The maintenance standards and general lack of safety awareness was pretty shocking according to the EU folks who monitor this kind of stuff.
It seems this part of the world has seen air travel expand at a rate that has out-paced the supply of well trained and experienced staff, despite all their blustering about rigorous training and making Captain just after puberty......
Sound of me scratching my headOriginally Posted by thaimeme
The Indonesian Meteorology and Geophysics Agency (BMKG) has confirmed that QZ8501 was flying into an area of Cumulonimbus clouds before it disappeared in Indonesian Airspace more than 24 hours ago, my colleague in Indonesia, Kate Lamb, reports.
“The BMKG recorded that weather conditions at the point where AirAsia lost contact, in the waters of Borneo had Cumulonimbus clouds with an altitude of 45,000 feet,” a BMKG spokesperson told Metro TV.
Cumulonimbus clouds are a type of dense and tall cloud often associated with thunderstorms and intense weather.
Actig director general of Air Transportation at the Transport Ministry, Djoko Murjatmodjo, told journalists on Sunday that the last time the plane had contact with the air traffic control it had requested to ascend to 38,000 feet to avoid thick cloud.
“The aircraft was in good condition,” said Djoko, “But the weather there was not good.”
AirAsia QZ8501: search for missing flight resumes at first light ? rolling report | World news | The Guardian
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