UPDATED: AirAsia Airbus A320 Flight QZ8501 Confirmed Crashed – Wreckage Found

The plane”s last known location was near Belitung Island in the Java Sea. The plane had taken an ”unusual route,” It”s monsoon season in the region and there were heavy thunderstorms in the area.

Passengers:
1 Malaysian; 1 British; 1 Singaporean; 3 Koreans; 148 Indonesians

138 Adults; 16 Children & 1 infant

Captain: Iriyanto
FO: Remi Emmanuel Plesel
SFA: Wanti Setiawati
FAs: Khairunisa Haidar Fauzi Oscar Desano; Wismoyo Ari Prambudi;
ENG: Saiful Rakhmad.

Saddened by two things. The disappearance of yet another aircraft, and the complete lack of respect of so many commentators. So many puerile and offensive comments. It’s pathetic! Sincerely Hope this aircraft is found quickly. My thoughts are with all those involved.

Prayers goes to all on board and affected family members.

Could it be possible that b4 he could effectively climb above the severe weather cell still developing,run into a series of lighting strikes, temporarily disabling or re-seting the FBW computer to a null condition status. In the mean time the aircraft is without full & effective control, putting the aircraft in a situation where it could vertically accelerate out of control and structurally breaking apaŕt?

We are in global warming era. The weather were always changes too fast. At the same time, some authorities,commonly too late upload the real weather to online or any other accessed weather satellite. We need special rules subjecting safety flight concerning suck bad weather situation to avoid or prevent all of thoose potentials and fatally damage.

Video Published on Nov 15, 2012 of:

Indonesia AirAsia A320-216 [Reg:PK-AXC]

https://www.youtube.com/watch?v=d4M27cd_PyM

Question – why is all the black box recorder information not sent to satalite constantly so we can retrieve all ongoing information from more than just the fisical black box. We need to access all information immediately so we can understand what was happening on the plane prior to it going missing. We already know that these black boxes can get damaged, go missing, are are sometimes impossible to retrieve. When will we change how we access the box recorder information. Keeping it only in a box on these flights is just old school tecfnowladgy….let’s make it a priority to change the way we track flights and gather information….lets get it up to date with our technology capabilities.

My thoughts go out to all those who’s family members were onboard this flight, I hope for good news, but realise that it is now unlikely.

I agree with others on here that its about time that the CAA, FAA & other governing bodies do something about how aircraft are tracked, in the modern world where there is such wide use of satelites & comunications networks used for little more than simply staying in touch with each other, either by phone calls or internet. Yet there are no systems in place to keep track of aircraft in case of disaster!
strange isn’t it how a comodity such as a mobile phone is considered by most of the world as a priority over the safety of 100+ people on an aircraft!

I thought I saw that plane with the same livery fly over England at 1pm while I was having lunch outside on my balcony.
I was eating lunch on the balcony with my friend and we were plane spotting. He saw 2 british airway planes and I was 1 British Airway plane. And then I saw a plane which was turning around. It had a red middle but I got my binoculars and say what it was posted on the side: AirAsia.com. I ran inside and told all my frends on Facebook and now they’re trying to tell as many people as they can

BREAKING NEWS: Missing AirAsia Aircraft”s Co-Pilot is Nigerian: In the early hours of today, AirAsia, an Indonesian airline announced the missing of their Singapore bound aircraft-Flight QZ8501. Africa Thisday followed the developing events and launched an inquiry into the personality of one Mr. Remi Emmanuel who was named as the flight”s First Officer. The mainstream media had reported that Co-Pilot Remi was from France but here in Africa Thisday, we suspected that the name Remi” originates from Yoruba, a tribe in western Nigeria and thus we started our investigation.

First, we were able to obtain the biodata of Mr. Remi Emmanuel. We established contacts with some people who knew him at his Paris flat and a neighbour who did not want his name mentioned said ”Mr. Remi is a decent Nigerian-French pilot. He was so proud of his African roots. Wherever he is right now, I know his soul is embittered by the media”s misrepresentation of his identity and origin. He holds a French passport but his blood is African.” He said amidst sobs. See more on this: Google: “Africa Thisday Remi Emmanuel”

Is waqay may America ki sazish maloom hoti hai
…I believe that America is surely involved this incident.

I do not agree that the aircraft manufacturer have had an excellent safety record. Look at the 320 lost on route to Paris from S.America. Frightinglly similar, the aircraft climbed prior to accident, aircraft had been slowed down for turbulent air penetration at -15 you can get super cool water, if a probe comes in contact, instant ice? Result a computer system that can and will automatically shut down. (Flight director must be shut down instantly) Understand that instruments from this manufacturer can be difficult to read in an emergency situation with multiple failures in progress and easy to put aircraft into deep stall, due to heavy / confusing work load. Understand that Air France removed all the pitot tubes from 320. This is a prime first line of information that is required to make all the computers work correctly. I truely hope this not the case, but how three air France pilots could not pickup signs of deep stall, and not save the air craft especially from extreme altitude, seems a real misery.

Some Asian airlines still follow PTF – Pay to Fly where inexperienced pilots (often foreign) pay the airline between $10,000 and $50,000 to fly as second officer. It would be nice to be told that the second officer here wasn’t a PTF man.

When the flight Director is shut down, the flying pilots has to totally fly the aircraft by hand in elevation and azimuth + deal with other warnings, the Acars for the Air France reported 25 such warnings going off in the cockpit. Today I was flying instruments at Coventry for an hour. Practising an SRA, and partial pannel, all under the hood. Plus Timed and procedural turns, I am current and let me tell you, it is bloody hard work, (on average I practise for 4-5 hours per month) With modern jets the pilot gets on average two minutes of flying hands on per flight, other wise the FMC / FD is doing all the work. Say 5 flights per week = 10 minutes per week, spread between 2,3 pilots. Say the pitot tubes did become iced, could a pilot realistically be expected to fly a jet by hand, in storm clouds, I would say not a chance in Hell, especially P2 pilot. (His only chance would be not to alter the aircrafts attitude in any way, and wait for the ice to melt, (if he new what the problem was in the first place) The well seasoned, investigator of the Air France crash, who incidentally investigated Lockerby, plus the fuel tank vapour explosion, which downed an aircraft of the East Coast of the USA, a while back. Recommended that pilots be given more regular hands on flying. Flight training is becoming more and more expensive, but the authorities ignor the associated problems. Understand that some senior pilots are asking for more money to act as a flight trainer for low hours P2 pilots. There is a temptation as more and more pilots are coming up for retirment now, to stick inexperienced pilots in the right hand seat. Understand that BA are offering cadet training schemes, perhaps other airlines need to follow in their footsteps.

This is the time we have to verify Inmarsat accuracy. Could you please contact relavant Heads in Inmarsat

Was it captured by aliens or was it captured by terrositlst in pakistan or afghanistan

I am really very sorry for that people whose relatives were in that plane.

Bad weather, (very very very) really brings down an aicraft at that altitude, if no other mitigating circumstances, keep an open mind, the world is in heart felt morning with the family and prayers for the family are in the minds of the entire world tonight.

Flight QR 702(QTR702) has declared an
emergency and in to Manchester International Airport in UK

Very Sad incident.

Sounds like the aircraft climbed to fast, with to high a nose up attitude, eventually stalled, aircraft violently pitched down, a wing would tend to drop, then went in to a spiral dive, hitting the water out of control, and broke into two parts, ending up under water upside down. Normal recovery action would be increase power, with partial nose down position, pickup the droped wing, when airflow over the wings had returned to normal, and when speed was correct, fly straight and level, with in the normal envelope. Sweet
Jesus (Buda) must have been terrifying beyond belief for all on board the aircraft. The passengers that have been found would have been in seats were the hull of the aircraft, broke. That’s why the found recage of the flaps were so badly bent, the aircraft started to break up because the aerodynamic forces were so great, on the way down, no passenger aircraft could be designed to withstand that type of force.

All I can say really is only my opinion but I think it’s a dead give away that the Malaysian plane that is missing still didn’t crash in any body of water. Three days with this one floating plane parts and bodies. That’s common sense don’t ya think

Most of the Malaysian airline in 2014 has crashed, such a bad year.😓a Malaysian airline got shot down then MH370 then now. Too all familys and freiends we will surely be with you.

Werner, I just read your email again, I also did study for an ATPL at Oxford, but opted for GA, lucky I had a good job in the cargo business with Hellman WW at LHR. So decided to fly for fun as aposed for work. You may wish to re think what you said. The following comments are given to you in good faith. I wish you every success with finding a pilots position with your ATPL

1) when an air craft is stalled, is the air speed high or low – my flying experience tells me unquestionable low, that why the nose nods the centre of gravity is forward of the centre of pressure

2) how do you regain air flow over the wing,
A) pull up
B) push the nose down

Please do not tell me A

3) is there any thing else that would increase air over the wing to increase a low pressure under the wing to induce lift
A) increase speed by increasing power and monitor air speed
B) reduce power to idle (this answer is desperately wrong)

4) if you did not react in time and the aircraft started to fall out of the sky due to low air speed what would you get
A) terminal velocity – initially low air speed, then increasing air speed, do not wait for Aircraft to go in to a spiral and eventually reach terminal velocity and tearing off wings, initially increas airspeed with thrust do not over speed, reduce power, and fly straight and level, do not over stress air frame and pull out of dive.
B) parachute effect

Please do no tell me B

5) if you were very very slow to react and allowed the wing to drop and not correct would you get
A) still terminal velocity (increasing excessive speed) + spiral dive – so reduce power for over speed.
B) parachute effect so increase power and Take a chance on committing suicide.

Please do not tell me

Personall my worry about putting a large jet in a spin / Stall, would be the centre of gravity issue, I think it would probally be impossible if to far aft. My other strong concern if the engines were in idal how long would it take to spool-up, would you have the time, in a hand of God down draft from a towering CB of Plus 38’ooo ft, in a down draft of say plus 3000 ft per minuite plus terminal velocity. Taking in to account, time delay because the pilot had lost pitostatic pressure due to icing, Hugh work load due to alarms going off right left and centre. Plus a Imc manouver that is not frequently practised in storm cloud, with only control wheels stearing. As he would have had disconnect, due to icing of pitostatic probes. The computers no longer best friend as they have now passed back control to the flying pilot, and if he had just performed a sharp turn to avoid sever weather, shown on weather radar he could even have had the leans to boot.

It takes 6 seconds to fall 1000 ft terminal velocity – no down force from engines or CB down draft taken into account
12 seconds to fall 2000 ft
18 seconds to fall 3000 ft allow another 900 ft for down draft – so just to land on the water you would need 3900 ft, so it is likely the pilot only recovered out of the dive / Spin at possible 3900 ft to force land on the water.

It takes 9 seconds to push the thrust lever forward
9 seconds to spool up a jet from idel to max thrust

An indication of the problem facing the pilots of Air Asia plus with a down draft of 3000 ft per min from CB you fall at 50 ft per second

The Lord’s Prayer
(traditional)
Would you please join me in a prayer, and a moment of reflection, who ever you God may be

Our Father, which art in heaven,
Hallowed be thy Name.
Thy Kingdom come.
Thy will be done in earth,
As it is in heaven.
Give us this day our daily bread.
And forgive us our trespasses,
As we forgive them that trespass against us.
And lead us not into temptation,
But deliver us from evil.
For thine is the kingdom,
The power, and the glory,
For ever and ever.
Amen.

Read more: http://www.lords-prayer-words.com/lord_traditional_king_james.html#ixzz3OkPcYVWj

Definition

Cumulonimbus is a heavy and dense cloud of considerable vertical extent in the form of a mountain or huge tower, often associated with heavy precipitation, lightning and thunder. The mature Cumulonimbus cloud has a distinctive flat, anvil shaped top.
Description

The Cumulonimbus cloud (Cb) forms when three conditions are met:
There must be a deep layer of unstable air.
The air must be warm and moist.
A trigger mechanism must cause the warm moist air to rise:
Heating of the layer of air close to the surface.
Rising ground forcing the air upwards (orographic uplift).
A front forcing the air upwards.
The way in which a Cb develops is covered in a separate article Lifecycle of the Thunderstorm
cumulonimbus

Cumulonimbus cloud in central Oklahoma. The updraft is the large cloud mass at the center of the photo. The anvil is the flat layer at the top. The downdraft is the rainy area to the right
Types of Cumulonimbus

Convection. Caused by heating of the layer of air close to the surface. This type of Cb commonly forms in the late afternoon after the peak diurnal heating. Thunderstorms of this type are a daily occurrence in many areas of the tropics. The storms are usually single Cb cells rather than clusters of cells and so can generally be avoided by flying around them.
Orographic Uplift. Caused by rising ground forcing the air upwards (Orographic Lift). These storms form when a general flow of moist unstable air passes over higher terrain, such as a ridge line or mountain range. Such storms often form in a line along the ground feature and are therefore more challenging to avoid than single cells.
Mass Ascent. Caused when a weather front forces the air upwards. As with orographic lift, the Cb cells form in a line along the front, frequently embedded within wider frontal cloud, therefore presenting a challenge to aircraft trying to navigate through the front.
Effects

Turbulence. Vertical movement within a Cb can be as much as 50kt. The interaction between strong updrafts and strong downdrafts causes wind shear and severe turbulence within the cloud. Strong surface winds, variable in direction and strength, are common at surface level in the vicinity of the Cb. These can be particularly hazardous to aircraft on take-off or landing.
In-Flight Icing. Moderate to Severe icing can be expected, especially in the higher levels of the cloud.
Electrical disturbance. Aircraft flying in the vicinity of Cb clouds may experience electrical disturbances effecting communications and navigation systems. The electrical phenomenon known as St Elmo’s Fire, while not a threat to safe flight, is an indication of nearby Cb activity. Aircraft in the vicinity of a Cb are at risk of being hit by Lightning.
Precipitation. Hail can cause significant structural damage to an aircraft. Other precipitation, such as snow, sleet, or rain, can contaminate airfield and runway surfaces creating a hazard to aircraft attempting to take-off or land.
Extreme weather. Severe downdrafts, microbursts and funnel clouds such as Tornados are also features of cumulonimbus clouds.
Defences

Flight into a Cb is highly dangerous. The only sensible defence against the hazards associated with a Cb is therefore to avoid flying into one in the first place.
Planning. Predicting an individual Cb cell is difficult but it is possible to predict the conditions which will trigger formation of a Cb. Forecasters are therefore able to advise flight crews and controllers of the likely timing, location, direction of movement, and height of cells and whether or not they may be embedded. Airport authorities can plan aircraft movements to take into account the disruption to operations caused by storms, and approach controllers can consider how they will manage en-route, departing, and arriving traffic when storms are in the vicinity. Flight crews can alter their routings to avoid forecast Cb activity or decide to carry extra contingency fuel in case they have to re-route in flight to avoid the storms or burn additional fuel because of the potential use of aircraft de/anti icing systems.
Awareness. Awareness of the conditions which lead to the formation of a Cb, recognition of a developing and mature Cb, and awareness of the signs which indicate the proximity of a Cb will help controllers and flight crews to plan operations to avoid the associated hazards.
Weather Radar. In addition to visual recognition, Weather Radar is a particularly valuable aid to avoiding Cb clouds. Airborne weather radar enables the flight crew to identify the areas of the storm cloud which hold the largest water droplets, which indicate the areas with strongest updrafts. The area of the cloud with the most severe turbulence is where the updrafts adjoin the downdrafts; therefore the pilot must avoid flying through the edge of the areas of cloud with the largest water droplets. It should be remembered that a large cloud will absorb a great deal of the radar pulse which may therefore not penetrate all of the way through the storm. This can give a false impression that there are no Cb cells beyond the cell immediately ahead of the aircraft.
In flight avoidance. In certain circumstances, navigating through a line of Cb cells may be the only option open to a pilot, either because his destination is beyond the line of cells or because he is unable to climb over them. In such circumstances, the aircraft may have to diverge from track by many, perhaps hundreds of miles, in order to find a gap in the wall of Cb clouds. The aircraft captain will need to judge the least hazardous track to follow through line of cells, something which will absorb the whole crew”s attention. The Weather Radar is invaluable in this situation.
If the Cb cell is situated over the destination aerodrome, then the pilot would be well advised to hold off or divert rather than attempt a landing.

An abnormal climb rate, possible pre-existing damage to the jet, and questions about upset” training and pilot standards are all emerging as considerations in the AirAsia disaster that killed 162 people last month when an A320 fell or dived out of control into the Java Sea.

These are all matters openly raised or implicit in the disclosures made by Indonesian investigators overnight.

The hard facts are that the jet at one brief stage was climbing at a rate of 1800 metres a minute soon after the pilots began increasing its cruising altitude from 32,00o feet to 38,000 feet in crowded airspace to avoid bad weather.

This as Transport Minister Ignasius Jonan said, was abnormal.”

”In the final minutes, the plane climbed at a speed which was beyond normal” he said.

This was a rate of climb more associated with fighter jets than airliners the minister said.

”The plane suddenly went up at a speed above the normal limit that it was able to climb to. Then it stalled.”

However an additional factor that has now been raised by the investigators twice in the past day include possible pre-existing mechanical issues or damage with the A320 that was operating the 28 December flight between Surabaya and Singapore.

Those references included comments that unidentified mechanical noises were heard in the cockpit voice recording, which continues to be analysed alongside information found on the flight data recorder for clues as to the sequence of events that destroyed the flight.

Investigator Nurcahyo Utomo was quoted as saying the crash team was looking at possible plane damage and human factors.

The reference to human factors is shorthand for how the pilots were prepared by AirAsia, which is responsible for their competency and actions, for an upset” or loss of control” situation.

It touches on an issue that has been of growing concern to Airbus, Boeing, and the major air safety regulators in recent years because of evidence that some airlines have placed too much faith in automation, or the use of autopilot functions and other control system protections”, leaving pilots unprepared for an upset” or unable to understand what the jet they are flying is doing when something beyond routine happens during a flight.

Without prejudice to AirAsia, this is a very serious and acknowledged problem in the airline industry, and has been discussed at number of official levels as matters that requires urgent review and where appropriate, regulatory changes.

The Indonesian investigators expect to issue a preliminary report into the accident next week. In the Java Sea, difficulties with lifting equipment and stormy conditions and high waves are frustrating efforts to raise the main section of the crashed jet”s cabin from its location at a depth of around 30 metres.

There is uncertainty as to how may of the victims have been recovered pending forensic indentification, but until yesterday the number was given as 52 or 53 of the 162 people who were onboard flight 8501.

Thanks for the updated info. In a easy to read format. It seemed to take a back seat to other breaking news.

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