maximum normal requirement 146.76. 0.323333333333333333333333333333333
611.855670103092783505154639175258~116.917333333333333333333333332113
@ 57 feet 1.92 inches vertical stabilizer setting basic setting actual setting 57 feet 1.43 inches
1.69207873369218137031292765258644
361.599999999999999999999999999966
57.8812348831249999999999999615625 feet horizontal stabilizer
Current indication is that the distance currently utilized of the vertical stabilizer on the existing plane is not correct, stress however on the pitot tubes is inherent however @ 4.162.
@ 50.8015 variance 54.96 @ 37.38
-2800
0.610847172599873845255358860632794
-0.347930984968499043269253709298568 ( horizontal stabilizer possibly commanding a drop) significant loss of lift
57.8675 feet @ 6870.60474417512026948522216059601 possible neutral laminants required
100.312026002166847237269772481006 approaching supersonic air rate however ratio may not be continued for elected for the fact that it might average too much weight anyways as above 940.46. This would cause the demand of the forward wings to lift and the weight of the air returning would be placed upon the vertical stabilizer which if exactly set and set by coordination of the other aspects of the design by their measurements @ 57 feet 1 inch would command the plane to degrade its altitude during its' flight path therefore utilization of said distance as in doubt from the formation of ice. 0.101465930917018765728542591602425 because it is actually requesting a new setting of 57 feet 1.41~(1.43 inches), avg 47 inches @ 6.35 ratio.
current set is 57 feet 1 inch 982.108715005567823237067599787867 a maximum 7.166-5 7.1035 363 (27) WARNING possible breakage of vibratory characterization present and located, would not proceed with the current horizontal stabilizer distance as such as needing additional lift and placement of a redundant system which alternates to during stormy weather, vibratory characteristics would attract ice formation and may interfere directly with the lift of the plane, recommended testing in wind tunnel with liquid O2 directly of the horizontal tail stabilizers. However alignments of electronic ice prevention boxes should be mounted within the wingsets and the vertical stabilizer preventing ice approaching and amassing toward the wings and the horizontal stabilizers and activated for use in bad weather. It is possible that a reduction of lift if sufficient ice is present and not being disbanded if approaching the stabilizer set.
if set at 57 feet 1.23 inches vertical stabilizer distance requested, ratio is 6.398 is additionally as requested and appears to be fully functional reasonable stability needs to be established if also wishing with an alternate set of horizontal stabilizers, liquid O2 ice testing also recommended, otherwise 57 feet 1.43 inches vertical stabilizer recommended.
Mark Hosenball
Clues From Flight 447
As officials continue to try to piece together what went wrong, new questions about the plane's communications during a crucial period.
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American and French officials say there is no doubt that the Air France Airbus 330 that is believed to have gone down in the South Atlantic encountered severe thunderstorms before it apparently fell out of the sky. But they say at this point they have no clear evidence pointing to what might have brought down the plane.
Both American and French officials said that no cause for the accident can be determined until significant evidence is gathered—a process that investigators on both sides of the Atlantic say is only beginning and could take a long time because of the remote location where the plane apparently went down.
U.S. and French officials say that at present there is no evidence, or even credible intelligence reporting, indicating that the flight was attacked by terrorists. The Associated Press reported today an Air France office in Argentina received some kind of threat against a flight from Buenos Aires to Paris on May 27. An Air France spokesman said the warning was false; in any case, the plane that disappeared was flying to Paris from Brazil, not Argentina. Late last month, media in Brazil reported that, following a tipoff from the FBI, authorities there had arrested a man of Lebanese extraction on suspicion of operating a pro-terrorist Web site. However, prosecutors later reportedly released the man after an investigation determined he was not connected to terrorism. (Story continued below...)
American government and aviation-industry experts say that Air France itself may be one of the only sources of significant evidence about the fate of Flight 447, which disappeared overnight Sunday while flying to Paris from Rio de Janeiro. The industry and government officials said that air-traffic-control systems have very limited ability to monitor remote ocean areas; as a result, they said, it is likely that very little official information was collected that could give clues about how and why the plane might have gotten into trouble.
According to several U.S. government and industry officials, who asked for anonymity when discussing an ongoing investigation, at the time that it appears to have gone down, Flight 447 was flying over a sufficiently remote ocean location that it would not have appeared on the screens of any government air-traffic-control system, whose tracking systems are generally fed with signals from land-based radars. Moreover, while flying over distant quadrants of both the Atlantic and Pacific oceans, airliners can only communicate with land-based air-traffic controllers through relatively primitive—and sometimes unreliable—high-frequency radio links. When the planes are on or near land, by contrast, they communicate with air-traffic control via much more reliable VHF radio channels. (While over the ocean, aircraft can communicate with other planes on nearby routings via VHF radio to share weather information, for example; so far no information has surfaced to indicate the crew of Air France 447 made any distress-related calls to other nearby aircraft.)
In contrast to the primitive wireless technology used by the international air-traffic-control system, airlines normally equip planes like the Airbus 330 with sophisticated satellite-communications systems, allowing crews to keep in touch with company dispatchers even while traveling along ocean routings hundreds of miles from land and well away from government air-traffic-control coverage.
In one of its first official statements issued after the plane disappeared, Air France disclosed that it had received a message about three hours after the flight took off signaling a possible electrical problem aboard. "An automatic message was sent … indicating a fault in an electrical circuit in a zone distant from the coast," the airline's statement said. If the plane was capable of transmitting automatic fault messages to Air France, then theoretically the pilots could have also been in voice contact via satellite with Air France dispatchers, maintenance personnel or emergency services. No such communications have been publicly revealed, however.
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