or some such, and carrying on, would be the correct thing to do. Again, if the device has stopped working you have lost the information that hasn’t been saved.With very few exceptions, your package isn’t tracked in real time. Depending on a number of factors, including in this case the speed and direction of the water currents, that still leaves a hell of a lot of area between where you lost the target and where it might have ended up. That’s my ultimate question too. Your chances of serious head injury from airborne objects like laptops are way higher than the plane breaking up in flight.Patrick makes a superb point about how the media so routinely gets aviation matters so incredibly wrong, can they be trusted to tell us anything? )So let’s just do it. Why is it that when pilots of an Airbus might need automation and stall protections most (Alternate Law) does the plane hand back almost complete control to the pilot quickly and without warning? (But then they quickly found that airplane anyway. Indonesia's National Transportation Safety Committee released a final report, detailing the events that led to the AirAsia Airbus A320 crash last December that killed all 162 people on board.

2014 could be the worst in aviation history. UPDATE: December 4, 2015. The flight recorders can shed some light. Even if there are 10,000 planes flying over the ocean at any one time that’s only about 2.5 Kbyte/sec for the entire Iridium satellite system – about what is required for a single voice call. For the families of the victims who’ll be found .And by the way, telling those families that these disasters are extremely rare doesn’t bring them closure or relief. Some commentators have noted, for instance, that both planes were built by Airbus. If you wonder whether the force of the seat belt will leave a bruise, you might be in severe turbulence. I cannot imagine the pilots willingly flew into what, on the radar screen, would have been a bright red splotch of potentially dangerous airspace. In rare circumstances this can lead — as was seen in the Air France tragedy, and possibly in the AirAsia accident as well — to a situation of dangerous confusion. This is sometimes also called “turbulent air penetration speed”. AirAsia Flight 8501 Crash Leaves 162 Dead On December 28, 2014 at approximately 5:36 a.m. local time, AirAsia 8501 departed from Juanda International Airport in Surabaya, Indonesia bound for Singapore.

IT TOOK ABOUT A YEAR, but the findings are out regarding the crash of AirAsia flight 8501, the Airbus A320 that went down during a flight from Surabaya to Singapore last December, killing everybody on board. They’re here to stay because they’re inexpensive to operate.“The resetting of cockpit circuit breakers is common practice, by the way. As I’ve noted before, these people are bright and their work is important, but they tend to have limited knowledge about the day-to-day operation of commercial planes. According to flight data, the plane remained in a stall until seconds before impact. They deserve the truth, not speculation.Thank you Patrick. I seem to remember you saying something in your write-up about that Air France flight that indicated a fairly common occurrence of extreme weather – whether wind, rain, or whatever – in areas near the equator.More blame the pilots nonsense. Eventually a crew reacted incorrectly to a failure (as I recall they needed to fly straight and level for a period after resetting it, but didn’t) and they crashed. I always took comfort in the old saw that the planes were built to handle hurricane force winds and weather, as uncomfortable as it might be for passengers. no, that can’t be it.The Russians? If it does not directly relate to safety of the crew and passengers then all you are proposing is feeding that news cycle.We are very very good at determining what causes plane crashes. On Airbus models this doesn’t happen. And since violent weather conditions don’t themselves cause a change in course, this idea is pointless. The typical American pilot arrives at the airline having self-funded all of his or her primary training, whereas the young ab-initio cadets have to be groomed from the get-go.Lock in, maybe? Almost always the initial hunches and theories end up totally off-base or at best incomplete. At least in situations like this, everybody will be aware of the facts so we can learn from them.Because it is not needed. We have the captain, who’d been troubleshooting the malfunction, instructing the first officer to “pull down” on his control stick, a request to which the first officer enthusiastically complied — with so much vigor that he sent the jet into a rapid, 5000-foot climb and a high-altitude stall.

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