this raid. no one knows how they did it. integrated air defense systems in india and iran and pakistan are very, very sensitive and very complex. mary schiavo? impossible. wake turbulence and fuel starvation. those are your two problems to overcome. mary is very she s like, weight turbulence and fuel starvation. very decided about that. to christine, i keep reaching for my glasses and i can t find my glasses. christine, let s talk about this one. this one talks about depressurization and what would happen below. this is from neshua, if there is a catastrophic depressurization before the turn, why aren t we searching for cabin degree below the turn? well, as i understand it, at the moment now they are potentially looking or they will be looking in the south china sea, but they looking
we re climbing to 5,000. since the airbus is climbing faster than the plane in front of it, flight 587 quickly fli flies into the 747s wake, causing the american airlines plane to experience turbulence. this is not uncommon. airplane wakes are common to the wakes made by boats or ships. it is a displacement as the vehicle passes through this fluid. in one case water. in one case air. this faa simulation illustrates a different jet flying into wake turbulence. the wing tips from the lead plane create what is known as a wake vortex. you can think of it as a very large cone coming back off the tip of the leading airplane. if the trailing airplane intercepts that cone you will feel choppiness. typically the encounters are very brief but you can hit them multiple times. that is exactly what happens
occurred. and mary believes there is another issue. they have to rely on the manufacturers. therein lies the problem. they had to go back to airbus. and say hey airbus, what happened to your plane? airbus said it was the pilot. the pilot used the rudder too aggressively. why would you ever construct a plane and ever have the control system in the plane such that if it is used in a way that it is allowed to be used your tail would come off. it is unthinkable. airbus told nbc news that it was not a design flaw that caused the tail to break off. it was pilot error. the ntsb did determine that. it found that the american airlines training program overemphasized the use of the rudder pedal inputs. going a step further john cox said the rudder should never be used in wake turbulence. the best response would have been to let the airplane s natural stability work through it.
with flight 587. there are two wake encounters. although invisible to the human eye they are displayed here in our animation. the first wake causes the plane to roll to the left and the co-pilot quickly puts it back on course. but then 15 seconds later, the plane is caught in a second wake. when this pilot got into the wake turbulence, the airplane started to roll. he put in flight control corrections that he thought was necessary to get the airplane back to a wings-level state. but instead of leveling out, the plane moves violently on all three axes of flight, left and right rolls, side to side motion, and up and down. then the unthinkable happens. the tail snaps off. the plane banks left and plummets into a residential neighborhood in bell harbor queens. just two minutes and 24 seconds
he loved to be in charge and respected everybody s job, everybody s role. the co-pilot is flying the plane and is about five miles behind a 747 on its way to japan. we re climbing to 5,000. since the airbus is climbing faster than the plane in front of it, flight ç587 quickly flis into the 747 s quake causing the american airlines plane to experience turbulence. this is not uncommon. airplane wakes are common to the wakes made by boats or ships. it is a displacement as the vehicle passes through this fluid. in one case water. in one case air. this simulation illustrates a different jet flying into wake turbulence. the wing tips from the lead plane create what is known as a wake vortex. you can think of it as a very large cone coming back off the tip of the leading airplane. if the trailing airplane