Parachutes can save lives: Maybe yours or someone you know
UPDATED 1/5/05
UPDATE 2005: How can we afford this?
DoD throwing away multi-million dollar aircraft like toilet paper!
Thanks to Carlton Meyer, Editor
G2mil.com for alerting me to this!
For the cost of two $40 million each
F/A-18s crashing we could operate an Iowa class battleship. I say let's not
WAIT for four F/A-18s to crash, and simply not buy them and fund instead two Iowa class battleships being reactivated that
hurl their high explosives instead of trying to fly them and drop them.
Save the Pilots or the Plane? Why not
BOTH?
We think its high time for a paradigm
change.
When a pilot ejects during peacetime, a
RECOVERY PARACHUTE DEPLOYS and recovers the entire damn plane for repair. In
war time we can disable the RP over enemy territory to keep their grubby hands
off our planes.
Over water, inflation bags should
deploy to prevent aircraft from sinking.
Whatever happened to Murphy's Law in
Aviation?
Or are we too arrogant and full of
hubris to admit that planes DO CRASH?
We marvel that we even have ejection
seats, frankly.
Every fighter plane having a RP gives
pilots extra options to save themselves AND their aircraft instead of the
current Hobson's choice.
If the aircraft is in an unrecoverable
spin, the pilot could deploy the RP to get it out, cut-away the RP and fly back
to base. When the RP is deployed the pilot(s) cannot eject until the RP is
cut-away. If they eject first, the RP deploys x of seconds afterwards to
recover the entire plane. The RP should be made of lightweight kevlar that will
not give way if the aircraft is burning, with ring slots to let air escape and
not rip even if deployed at very high speeds. If critics whine that the RP will
cost the aircraft to lose payload via its weight, the RP only has to work ONCE
and can be very thin and lightweight. If the pilot cannot eject and rides the
aircraft in by the RP it may not be a gentle landing due to the ring slots
letting air pass through, but he will survive. Military-Industrial Complex 101:
Its the Economics, stupid!
Others will say that for every $40K RP
system that saves every $40M F/A-18 that means one less $40,000,000 purchase
from the aircraft maker by the government. So don't expect aerospace companies
to embrace RPs. But they are being a penny-wise, pound foolish. IF WE DO NOT
SERIOUSLY REDUCE AIRCRAFT OPERATING COSTS WE WILL SIMPLY GROUND THEM, ALL OF
THEM. A good place to see where Chuck Spinney's "death spiral" at
work is the U.S. Navy. In the next few years because of operating
costs/attrition they are retiring ALL aircraft except the F/A-18 and the
EC-2/C-2 family. This means ZERO money for Lockheed-Martin and its S-3 Viking
(and no more ASW
capability for carriers, really stupid in light of the growing enemy
diesel-electric submarine threat), ZERO money for Northrup-Grumman for their
F-14 Tomcats. Say bye, bye! To long-range anti-cruise missile defense via
AIM-54 Phoenix missiles the Tomcats had.
So aerospace companies would be wise to
do everything they can to keep their customers FLYING their aircraft, otherwise
they will kill the "goose that lays their golden eggs" completely out
of short-term greedy gain.
U.S. Navy/Mc 2004 Aircraft Accidents
(so far)
www.safetycenter.navy.mil/statistics/aviation/summary.htm
FY04 Aviation Class A Mishap Summary
Through 11 Aug 2004
Mishap Date: 08/11/2004 Severity: A FM
Time: 22:19 Evt Ser: 68038
Acft: CH053E Count: Y Destroyed: Y Major Command: MARFORPAC
Custodian: HMM-166 Fatalities: 2
Location: IRAQ
Summary: AIRCRAFT PITCHED UP, CAUGHT FIRE AND CRASHED. ACFT DESTROYED. 2 FATAL.
Env: Aviation Operational
Mishap Date: 08/10/2004 Severity: A AGM
Time: 21:50 Evt Ser: 68033
Acft: MH053E Count: Y Destroyed: Y Major Command: COMNAVAIRLANT
Custodian: HC-4 Fatalities: 0
Location: SIGONELLA
Summary: AFTER LDG, HELO TAXIING THROUGH RINSE LIFTED, MRB & HELO STRUCK
GND.
Env: Aviation Operational
Mishap Date: 08/10/2004 Severity: A FM
Time: 19:45 Evt Ser: 68029
Acft: S003B Count: Y Destroyed: Y Major Command: COMNAVAIRPAC
Custodian: VS-35 Fatalities: 0
Location: JAPAN
Summary: ACFT CRASHED INTO TERRAIN ON WESTPAC ISLAND. INJURIES UNKNOWN.
Env: Aviation Operational
Mishap Date: 07/21/2004 Severity: A FM
Time: Evt Ser: 67927
Acft: F018A Count: Y Destroyed: Y Major Command: 4TH MAW
Custodian: VMFA-134 Fatalities: 0
Acft: F018B Count: N Destroyed: Y Major Command: 4TH MAW
Custodian: VMFA-134 Fatalities: 2
Location: BOARDMAN TARGET
Summary: MIDAIR COLLISION DUR UNIT LEVEL TRAINING. 2 ACFT DESTROYED. 2 FATALS.
Mishap Date: 07/12/2004 Severity: A FM
Time: 10:53 Evt Ser: 67874
Acft: T045C Count: Y Destroyed: Y Major Command: CNATRA
Custodian: VT-7 Fatalities: 0
Location: MERIDIAN NAS
Summary: STUDENT PLT ON SOLO DEPARTED RUNWAY ON LANDING AND EJECTED. NO INJURY.
Env: Aviation Operational
Mishap Date: 06/28/2004 Severity: A FM
Time: 14:45 Evt Ser: 67803
Acft: F018C Count: Y Destroyed: Y Major Command: MARFORLANT
Custodian: VMFA-122 Fatalities: 1
Location: BEAUFORT MCAS
Summary: AIRCRAFT DEPARTED RUNWAY ON LANDING AND OVERTURNED. PLT DID NOT EJT.
Env: Aviation Operational
Mishap Date: 06/27/2004 Severity: A FM
Time: 00:30 Evt Ser: 67802
Acft: F018A Count: Y Destroyed: Y Major Command: MARFORLANT
Custodian: VMFA-115 Fatalities: 1
Location: MID ATLANTIC OCEAN (BTWN LAT 45DEG N/S NOT CARIB OR MED)
Summary: AIRCRAFT LOST AT SEA DURING NIGHT CV OPERATIONS.
Env: Aviation Operational
Mishap Date: 06/01/2004 Severity: A AGM
Time: 22:00 Evt Ser: 67644
Acft: C130T Count: Y Destroyed: N Major Command: NAVAL RESERVE
Custodian: VR-62 Fatalities: 0
Acft: C130T Count: N Destroyed: N Major Command: 4TH MAW
Custodian: VMGR 452 Fatalities: 0
Location: FORT WORTH NAS JRB
Summary: AIRCRAFT LOCATED AT NAVY FIELD DAMAGED BY SEVERE STORM WINDS.
Env: Aviation Operational
Mishap Date: 05/28/2004 Severity: A FM
Time: 11:00 Evt Ser: 67627
Acft: F018C Count: Y Destroyed: N Major Command: COMNAVAIRLANT
Custodian: VFA-82 Fatalities: 0
Location: MID ATLANTIC OCEAN (BTWN LAT 45DEG N/S NOT CARIB OR MED)
Summary: DUR PMCF, FLIR POD SEPARATED FROM ACFT AND FELL INTO THE SEA.
Env: Aviation Operational
Mishap Date: 04/26/2004 Severity: A FM
Time: 03:30 Evt Ser: 67208
Acft: CH046E Count: Y Destroyed: Y Major Command: MARFORLANT
Custodian: HMM-266 Fatalities: 0
Location: AFGHANISTAN
Summary: BROWNOUT TO HARD LDG, ROTOR BLADES STRUCK TERRAIN AND SITUATED UPRIGHT
Env: Aviation Operational
Mishap Date: 04/21/2004 Severity: A FM
Time: 20:15 Evt Ser: 67191
Acft: F018A Count: Y Destroyed: Y Major Command: 4TH MAW
Custodian: VMFA-112 Fatalities: 1
Location: SOUTHERN CALIFORNIA LOGISTICS
Summary: ACFT CEASED AUDIO TRANSMISSIONS DURING FLT & FAILED TO RETURN TO
BASE.
Env: Aviation Operational
Mishap Date: 03/30/2004 Severity: A FM
Time: 00:20 Evt Ser: 67040
Acft: AH001W Count: Y Destroyed: Y Major Command: MARFORPAC
Custodian: COMMARFORPAC Fatalities: 0
Acft: AH001W Count: N Destroyed: Y Major Command: 4TH MAW
Custodian: HMLA-775 Fatalities: 0
Location:
Summary: TWO ACFT COLLIDED WHILE AIR TAXIING OFF ACTIVE RWY TO THE FARP.
Env: Aviation Operational
Mishap Date: 03/29/2004 Severity: A FM
Time: 16:00 Evt Ser: 67032
Acft: F018A Count: Y Destroyed: Y Major Command: NAVAL RESERVE
Custodian: VFA-203 Fatalities: 0
Location: TENNESSEE
Summary: PILOT EJECTED DURING LOW LEVEL FLT. ACFT STRUCK GROUND. ACFT DESTROYED
Env: Aviation Operational
Mishap Date: 03/29/2004 Severity: A FM
Time: 10:45 Evt Ser: 67038
Acft: F014D Count: Y Destroyed: Y Major Command: COMNAVAIRLANT
Custodian: VF-31 Fatalities: 0
Location: JOHN C STENNIS CVN 74 SOCAL - SOUTH CALIF OPS AREA
Summary: ACFT DIVERTED TO NAS WITH FUEL TRANSFER PROBLEMS. CREW EJECTED SAFELY.
Env: Aviation Operational
Mishap Date: 03/26/2004 Severity: A FM
Time: 15:27 Evt Ser: 67023
Acft: F018C Count: Y Destroyed: Y Major Command: COMNAVAIRLANT
Custodian: VFA-15 Fatalities: 0
Location: RALEIGH DURHAM INTL
Summary: AIRCRAFT CRASHED ON TAKEOFF ROLL. PILOT EJECTED SAFELY. PLT MINOR INJ.
Env: Aviation Operational
Mishap Date: 03/24/2004 Severity: A FM
Time: 12:19 Evt Ser: 66989
Acft: F018C Count: Y Destroyed: Y Major Command: COMNAVAIRLANT
Custodian: VFA-82 Fatalities: 0
Location: MID ATLANTIC OCEAN (BTWN LAT 45DEG N/S NOT CARIB OR MED)
Summary: AIRCRAFT STRUCK WATER. PILOT EJECTED/RESCUED. UNKNOWN INJURY.
Env: Aviation Operational
Mishap Date: 03/10/2004 Severity: A FM
Time: 21:00 Evt Ser: 66803
Acft: UC035 Count: Y Destroyed: Y Major Command: MARFORPAC
Custodian: COMMARFORPAC Fatalities: 4
Location: MIRAMAR
Summary: ACFT STRUCK GROUND DURING GROUND CONTROLLED APPROACH. 4 FATAL INJS.
Env: Aviation Operational
Mishap Date: 03/10/2004 Severity: A FM
Time: 17:50 Evt Ser: 66802
Acft: F018C Count: Y Destroyed: N Major Command: COMNAVAIRPAC
Custodian: VFA-94 Fatalities: 0
Location: LEMOORE
Summary: ACFT DEPARTED RUNWAY ON LDG ROLLOUT AND OVERTURNED. MINOR INJURIES.
Env: Aviation Operational
Mishap Date: 03/04/2004 Severity: A FM
Time: 08:53 Evt Ser: 66784
Acft: SH060B Count: Y Destroyed: N Major Command: COMNAVAIRLANT
Custodian: HSL-40 Fatalities: 0
Location: MAYPORT NS
Summary: ACFT EXPERIENCED HARD LDG, STRUCK GROUND AND ROLLED OVER ON ITS SIDE.
Env: Aviation Operational
Mishap Date: 02/24/2004 Severity: A FM
Time: 18:15 Evt Ser: 66722
Acft: T045C Count: Y Destroyed: N Major Command: CNATRA
Custodian: TRARON NINE MERIDIAN Fatalities: 0
Location: MERIDIAN NAS
Summary: STUDENT ON FCLP SOLO CRASHED ACFT ON RWY DUR ROLL OUT ON TOUCH AND GO.
Env: Aviation Operational
Mishap Date: 02/18/2004 Severity: A AGM
Time: 21:15 Evt Ser: 66660
Acft: CH053D Count: Y Destroyed: N Major Command: MARFORPAC
Custodian: HMH-463 Fatalities: 0
Location: KANEOHE
Summary: INADVERTENT ACTUATION OF RAMP DURING DE-RIGGING. PASSENGER INJURED.
Env: Aviation Operational
Mishap Date: 01/23/2004 Severity: A FM
Time: 12:50 Evt Ser: 66512
Acft: AH001W Count: Y Destroyed: Y Major Command: MARFORPAC
Custodian: HMLA-367 Fatalities: 0
Location: YUMA
Summary: HELO CRASHED WHILE CONDUCTING DAY URBAN CAS TRNG MSN. ACRW INJURED.
Env: Aviation Operational
Mishap Date: 01/22/2004 Severity: A FM
Time: 19:02 Evt Ser: 66510
Acft: UH001N Count: Y Destroyed: Y Major Command: MARFORPAC
Custodian: HMM-166 Fatalities: 4
Location: CAMP PENDLETON
Summary: AIRCRAFT STRUCK GROUND DURING NIGHT OPS TRAINING MISSION.
Env: Aviation Operational
Mishap Date: 12/17/2003 Severity: A FM
Time: 15:48 Evt Ser: 66305
Acft: F018C Count: Y Destroyed: Y Major Command: COMNAVAIRPAC
Custodian: VX-9 Fatalities: 0
Location: CHINA LAKE NAWS
Summary: AIRCRAFT DEPARTED RUNWAY ON LANDING.
Env: Aviation Operational
Mishap Date: 12/08/2003 Severity: A FM
Time: 12:45 Evt Ser: 66186
Acft: AV008B Count: Y Destroyed: Y Major Command: MARFORPAC
Custodian: VMA-211 Fatalities: 0
Location: YUMA MCAS YUMA INTL
Summary: ACFT CRASHED FOLLOWING ENG FAILURE INFLIGHT. PILOT EJECTED SAFELY.
Env: Aviation Operational
Mishap Date: 12/03/2003 Severity: A FM
Time: 20:10 Evt Ser: 66146
Acft: AV008B Count: Y Destroyed: Y Major Command: MARFORPAC
Custodian: VMA-211 Fatalities: 0
Location: YUMA
Summary: PILOT EJECTED ON FINAL DUE TO CONTROLLABILITY PROBLEMS. MINOR INJURY.
Env: Aviation Operational
Mishap Date: 11/21/2003 Severity: A AGM
Time: 04:15 Evt Ser: 66081
Acft: S003B Count: Y Destroyed: N Major Command: COMNAVAIRLANT
Custodian: VS-31 Fatalities: 1
Location: GEORGE WASHINGTON CVN 73
Summary: DURING ACFT TOWING DOLLY REPOSITIONING,PERS CRUSHED BTWN STORE &
DOLLY
Env: Aviation Operational
Mishap Date: 10/22/2003 Severity: A FM
Time: 20:15 Evt Ser: 65780
Acft: UH001N Count: Y Destroyed: Y Major Command: MARFORPAC
Custodian: HMLA-367 Fatalities: 0
Location: TWENTYNINE PALMS EAF
Summary: AIRCRAFT IMPACTED GROUND ON WAVEOFF DURING A SIMULATED TROOP INSERT.
Env: Aviation Operational
Mishap Date: 10/15/2003 Severity: A FM
Time: 08:40 Evt Ser: 65738
Acft: F018A Count: Y Destroyed: Y Major Command: MARFORLANT
Custodian: VMFA-115 Fatalities: 0
Acft: F018A Count: N Destroyed: Y Major Command: MARFORLANT
Custodian: VMFA-115 Fatalities: 0
Location: MID ATLANTIC OCEAN (BTWN LAT 45DEG N/S NOT CARIB OR MED)
Summary: DUR BFM, 2 LIKE AIRCRAFT STRUCK WATER. BOTH AIRCRAFT DESTROYED.
Env: Aviation Operational
UPDATE 2001: American
Non-chalance strikes: 9/11 terrorists ram airliners into buildings, killing
thousands of Americans
We've had a Concorde airliner
crash/burn, killing over 100...3 airliners rammed into buildings killing over
3,000; yet we still are in our non-chalant trance building airliners in the
same death trap fashion because we refuse to admit that they will indeed CRASH.
Its our technoarrogance and corporate greed that prevents us from having the
HUMILITY to respect God's creation and its forces and to have a "Plan
B" when "Plan A" fails. This web page begins with a quick
presentation of how our airliners are made into death traps that are not
survivable. Then it will ask you if there should also be a "Plan B"
of an escape system and survivable crash-worthy designs.
These are death traps! Not crash-worthy! Safety is NOT a
corporate priority!
We should boycott airlines until they
make safe aircraft with fewer than 200 passengers--that are crash-worthy, have
an in-flight escape system, that do not stand three
stories off he ground--that can land if necessary in a farmer's field. Make parachute recovery of the entire passenger
cabin a reality instead of crash landing in the event of Pilot, Engine or
Airframe failure. "PEA" has failed and will continue to fail--the
answer is another option, other than forward momentum to sustain lifts over the
wings--95 years after the Wright brothers, it is time to improve. No more 600+
passenger jumbo jets for "super terrorism" to grab headlines.
Heavier-than-air flight has proceeded with PEA for over 95 years now....its
time for something more than PEA, the answer is something older than PEA
itself: the parachute.
We should add IMMEDIATELY airbag/belts
with smoke hood to every airliner seat
The combination airbag to prevent
bodily injury from impact belt offered by Godyear Aerospace is a great idea. We
need to also have an integral smoke hood so passengers can breath long enough
to escape through toxic smoke, too. The would don the belt and hood just prior
to crash landing. The air bag would be deployed prior to the crash or upon
impact.
The next-generation of airliners should
be made with SAFETY as top priority--not corporate profits...Crash-worthy
Burnelli type aircraft have been available for decades----but corporate GREED
and politics have continued to send thousands of people to their deaths!
Full solution is Burnell-type airplanes
with fuselage as lifting body so structure is stronger and contributes lift for
lower wing loading and slower take-off and landing speeds....
However until we can get Burnelli
airliners flying sit as far to the rear of the plane as possible! The following
is proof that in a conventional tubular fuselage and wing aircraft the safest
place is as close to the TAIL as possible!
World - AP Europe
Russian Plane Crash Kills 14
Sun Jul 28, 2:57 PM ET
By BURT HERMAN, Associated Press Writer
MOSCOW (AP) - A Russian Il-86 passenger
jet dove and crashed into a forest just after taking off Sunday afternoon from
Moscow, killing 14 people and spreading charred debris beyond the runway. Two
flight attendants sitting in the back of the plane were the only survivors.
The crash happened so fast that the
pilots of the Pulkovo airlines jet didn't have time to give flight controllers
any indication there was a problem after lifting off from Sheremetyevo-1
airport, aviation officials said.
The plane hit the ground with such
force that its front section was unrecognizable amid the blackened wreckage
except for a wall of fuselage with the outlines of windows. Work to find and
identify bodies was going slowly because of the scale of the destruction.
It was the second crash of a Soviet-era
plane in as many days. On Saturday, a Su-27 fighter jet performing at an air
show in western Ukraine clipped the ground and sliced through a crowd of
spectators killing at least 83 in one the world's deadliest air show accidents.
Maxim Khmelov, 13, was at a nearby
beach with a friend trying to cool off on the clear, sunny day when he saw the
Il-86 nose down and then bank before hitting the ground. He said a plume of
smoke went up "like a mushroom cloud."
Smoke continued to rise from the
wreckage, lying in a ditch among birch trees and bushes, long after the flames
were out. Other jets soared into the sky directly overhead as firefighters
worked hoses to fully extinguish the smoldering remains.
About 100 army conscripts dressed in
camouflage arrived to help comb the crash site for bits of debris in the
investigation, and a group of officials from the Russian Security Service
wearing black vests emblazoned with the agency's Russian initials FSB were also
at the scene.
Sheremetyevo-1 airport which serves
mainly flights within the former Soviet Union, and is located adjacent to
Moscow's main international airport Sheremetyevo-2 was closed for about an hour
after the crash but was running normally by late Sunday afternoon.
Of the two flight attendants who
survived and were being treated in Moscow hospitals, one was in shock and the
other seriously injured, said Sheremetyevo airport General Director Sergei
Belayev.
One of flight attendants, Arina
Vinogradova, survived the crash with only an injured hand and bruises, and was
able to sit up in her hospital bed in footage shown on RTR television. Dr.
Dmitry Fedorovsky said it was an "exceptional case" and joked that
she should write her memoirs.
The plane had carried passengers to
Moscow from the Black Sea resort of Sochi and was heading back empty to its
home airport in St. Petersburg, Belayev said. The flight between the capital
and the former imperial capital usually takes about an hour, and airport
official Vadim Sanzharov told Russian television that the Il-86's fuel tanks
weren't full.
Anatoly Ivanov, a pilot and head of
flight services for Pulkovo airlines which operates regular passenger and cargo
service between Moscow and St. Petersburg said he was friends with the crashed
jet's pilot and described him as a first-rate airman with more than 20 years
experience flying.
Ivanov said it was "too early to
say" what caused the crash, but added the plane had been maintained to
Russian and international standards.
The Il-86, a workhorse of Russian
airlines, is a four-engine wide-bodied plane with a capacity of up to 350
passengers. It is often used by top Russian officials for travel, including
President Vladimir Putin ( news - web sites).
"This is a very tragic event. This
was a reliable plane," Ivanov said. Russian media reports said in the
nearly 30 years that the Il-86 has been in service there have been only six
crashes with no fatalities.
Ivanov said a determination of the
cause for the crash would rely on the examination of the plane's flight
recorders, all of which were recovered by late Sunday afternoon.
The plane crashed near the Dmitrov
highway northwest of the capital, filled with the regular Sunday afternoon
traffic as Muscovites headed home from a hot summer weekend spent at their
dachas.
People were riding bicycles along the
dirt paths in the woods near the crash site, and some onlookers were dressed
for the beach in bathing suit tops and shorts. There are numerous ponds and
lakes in the area the closest major recreation area to Moscow with a large
water reservoir that is popular with boaters and swimmers.
Read
about how we MUST have crash-worthy airliners!
BAD NEWS: AIRLINERS
KILL 3,000 PEOPLE: September 11, 2001
You are 30,000 feet in the air, when
the pilot makes an announcement: we have taken over this airplane and we are
returning back to the airport. He is of course lying as he dives it into a
skyscraper packed full of 25,000 people.
Or, the flight crew has lost power in
the engines, and tells everyone to prepare to crash land! What can you or
anyone do at 30,000 feet in the sky? As it is right now--chances are you will
die. My colleagues and I have studied the cases mentioned below and have come
up with solutions. A solution that can become effective immediately. You now
can survive.
Its called, THE PARACHUTE.
One of the creators of the parachute,
genius Leonardo da
Vinci originally saw the parachute as a means to ESCAPE FROM BURNING BUILDINGS.
"The first known pictorial
evidence of the drag principal appeared in the sketchbook of Leonardo da Vinci
in 1514. The device pictured was a pyramid shaped structure by means of which,
the sketch implied, a man might leap from a tower or burning building without
greatly endangering his life."
Ironic, that over 500 years later, we
still do not have Building Escape Parachutes (BEPs) and we saw hundreds jump to
their deaths when fires blocked their stairwell escape after terrorists rammed
fuel-laden passenger jetliners into the World Trade Center (WTC) towers in New York
City on September 11, 2001. Had BEPs been in the WTC towers HUNDREDS of people
would have lived, perhaps even THOUSANDS. The ironies in this are many. Even
though parachutes have been proven as life-saving devices to escape burning and
disabled aircraft, you will see a disgusting non-chalance by pilots, airline
executives---even MILITARY pilots who will be flying into areas where the enemy
will shoot at their airplanes and they will be disabled and crash---that
REJECTS THE NEED FOR PARACHUTES. Its like their fly-boy egos are too bruised to
admit that their exalted flying skill is not the solution to every in-flight
emergency. They are BULLSHIT. They are lousy excuses for human beings and
frankly, I have no sympathy for the airline industries falling profits as the
American people tired of their bullshit lies and excuses and rationalizations
about how "safe airline travel is compared to...yaddda yadda" and
have chosen to refuse to travel in their fucking death traps. AMEN, AMERICA.
The airlines even refuse to do things that require no bold vision, like lining
cargo bays with kevlar to absorb a bomb blast nor outfit each seat with a
smokehood so passengers can escape and not collapse from fumes when the plane
fills up with smoke. While heroic passengers on Flight 93 fought the asshole
terrorists and brought the plane down in a field far short of their intened
target of either the White House or Capital building, had the plane been fitted
with escape parachutes, the other passengers could have bailed out as Todd
Beamer, Thomas Burnett, and Jeremy Glick kicked the knife-wielding terrorist's
ass with their bare hands.
OLD BAD NEWS, July 17, 1999
John F. Kennedy Jr, his wife and her
sister fly in a Piper single engined plane to the Island, Martha's Vineyard for
a family wedding. A VFR-only, inexperienced pilot, JFK Jr. is flying at night
in foggy weather. Radar reports he descends from 2200 feet to 1300 feet in just
12 seconds, then off the radar screen. Debris has been found in the water.
Search parties begin at once. They are feared lost.
Months ago we were doing a web page on
recovery parachutes, you are at it now. We've seen footage of recovery
parachutes on The Discovery Channel, and several models are approved for light
plane use.
The following links show one
FAA-approved recovery parachute and plane (SR20), made by Cirrus. Pictures
showing a total aircraft recovery are included.
http://user.aol.com/BRSchute/BRS1.HTML
http://user.aol.com/BRSchute/BRS24.HTML
If JFK Jr. had run into trouble at 1300
feet, he could have pulled a handle, deployed a recovery parachute and ditched
into the water. There he and his occupants could have found floatation devices
and waited for rescue. He was probably dis-oriented by being non-instrument
rated and flying into a haze unable to see the horizon. This "death
spiral" is best described in the web page below;
Recovery parachutes should be
mandantory for ALL light planes. They can be deployed immediately upon entering
a "death spiral" to save lives.
How many more will have to die before
we insist on common sense safety devices?
In the 1920s there was a plane brought
to earth by an accidental parachute mishap. In fact, here is the account of
Aviation legend, Roscoe Turner describing why we need parachute recovery of
airplanes and his test proving the concept:
My study of aviation history is that it
was easier to bail out with a parachute than to try to recover the entire plane
(no modification to the plane), so people like Lindbergh during the 20/30s took
the least costly approach. Its only of recent years where we have been in
denial and non-chalance when we stopped wearing parachutes when flying. The
problem of crashing has not gone away.
Pilots use parachutes for spin
recovery, why not TOTAL RECOVERY?
Stephen Chalupa proposes passenger
escape pods like the F-111 fighter-bomber used but on a larger scale:
http://safetycraft.virtualave.net/in-action.html
If it saves just one life, it will be
worth it.
Now let's strip away the conventions.
Most pilots are totally focused on Pilot, Engine and Airframe (PEA) as the
solution to every aircraft problem. Almost every pilot I have talked to is PEA
narrow in focus. The fixed-wing airplane requires forward motion to keep itself
flying in the air. Many accidents occur during the take-off run and landing
which require runways--perhaps the ENTIRE DESIGN of PEA is faulty--perhaps an Autogyro that can land/take-off anywhere, a much more
forgiving aircraft than a fixed-wing or a helicopter is the ultimate answer.
Put fixed wings on it so it can fly like a regular plane at high speeds
(Gyro-Coptor), if something goes wrong, it has rotor blades to lower it to
safety in a small opening, not slam into the ground or skid across the ground
at 100-300 mph. So let's face it, PEA is going to fail.
The "P" in PEA fails 46% of
the time in all aircraft crashes.
The "E" and the "A"
fail 22% of the time in all aircraft crashes.
Details: Aircraft Crash Data Base
The other 20% is Weather and a
surprising 10% is SABOTAGE.
Think about it.
At some point PEA is going to fail in
themselves, or in the face of weather, mid-air collisions and sabotage. Yes, we
should make airliners more crash-worthy and line their
cargo holds with kevlar to survive bomb blasts (Airframes). We need another
OPTION (other than crashing); one of those options is the parachute--a bail-out
parachute for the passengers themselves or a larger parachute to bring the
entire plane down. I don't know why or how something that would save your life
is opposed, but its better to be ALIVE then dead. Don't let ego, non-chalance
and narrowness make your choices for you. PEA + RP = more lives saved. Our
biggest obstacle is the ego of pilots towards saving their own lives and the
lives of their passengers. Next is the anti-intellectualism and blue-collar
fatalism of the American people themselves who are ignorant of the laws of
physics, aviation matters derived from living a sheltered life devoid of any
life-threatening situations (would rather sit in their seat and crash/burn than
get off their ass and jump/parachute and live) which would teach them that when
you have a chance to exert control over a situation with a high possibility of
survival take it, since it might not be better a few seconds later.
I'm sorry, the truth hurts. But better
a bruised ego (Pilot's), bruised BS world-view (blue-collar fatalism) resulting
in a saved life or lives than more tragedies.
We love how losers who want to sit on
their ass and do nothing---- make excuses using "statistics" to make
us believe the status quo is "ok". We love how they react to the
"statistic" below showing how airline pilots have the most dangerous
job in America second only to fishermen and loggers. Any takers?
WHAT CAN WE DO NOW?
1. Recovery parachutes on all light
planes
2. Smoke hoods on all airliner seats
3. Line cargo holds of airliners with kevlar to deflect bombs
4. Start designing a crash-worthy Burnelli civil-military airliner Extreme
Short Take-Off and Landing (ESTOL) aircraft
5. R&D for passenger escape pods Re: Stephen Chalupa's F-111 style concept
WHAT CAN WE DO IN 1-5 YEARS
6. Passenger exits modified for
parachute bail-out
7. Develop passenger seatpack bail-out parachute/life preserver
8. Air bags
WHAT WE CAN DO IN 5-10 YEARS
9. Field Burnelli crash-resistant ETSOL
airliners
10. Transfer old tube/wing
airliners to U.S. military for cargo use
11. Perfect pod escape system for Burnelli airliners
HISTORY OF AVIATION NON-CHALANT SHAME
Remember Jessica Dubroff? 7 years
old. DEAD. Her father, DEAD. Her flight instructor, DEAD. John Denver, DEAD.
All Could have been saved by a recovery
parachute starting in 1996. How many more JFK Jrs, Jessicas, Bessetts, John
Denvers will have to die in the 1200+ general aviation accidents in the U.S.
before we install recovery parachutes on ALL light planes? Think of all the famous people who died in
plane crashes... Maybe YOU will be next.
1. January 28, 1986
Seven crewmembers board the Challenger
for what should have been a 6-day mission. As all of America watched, the
Challenger takes off. Seventy-three seconds into the flight, an explosion.
Telemetry (signals from the astronaut's body vital signs) report that all seven
crewmembers were still alive as they plummeted 65,000 feet into the Atlantic
Ocean. If you don't realize this, click on this link and hear them curse, pray
and cry for over 2 minutes before they hit the water. Or scroll down to the
bottom of this page. (It was so disgusting I had to include it). Whether this
is THE transcript of their last words, the truth that they could have been
saved, recovered and merely a shuttle written off would have been an immense
victory had NASA had the humility to admit "murphy" can strike and
have a Course Of Action (COA) available to meet the problem. But NASA like the
rest of the aviation community is in a state of arrogo-denial.
Killed
by NASA non-chalance: the Challenger 7 alive until they hit the water
In the media, all
seven members were reported dead immediately after the explosion. If the
crewmembers were in fact alive, they were trapped with no ejection seat and
parachute. Military planes have collided in front of the eyes of the world
spectator's at the Paris Air show and exploded--and their pilots have ejected
and parachuted to safety, but even after the Challenger explosion, NASA refuses
to put them in America's Space shuttles. (Can you spell the word assholes?)
The Gemini program space capsules had
two ejection seats for both astronauts. The russians had a crew of cosmonauts
who were saved from a fiery death on the launch pad by a similar system. NASA
has Recovery Parachutes to bring the space shuttle Solid Rocket Boosters (SRBs)
back to earth.....but I guess these are more important than people...is it a
wonder that NASA is so "gaga" over unmanned missions? (Abilty to
spend BILLIONS without risk of killing someone and pissing the American people
off). Yet the new Space Station doesn't spin to create artificial gravity, and
has no micometeroid/space junk collision protection...hmmmever think they don't
want us to ever get into space??
A recent article shows that NASA is about
to kill another shuttle crew by their defeatist
non-chalance:
Web posted Saturday, January 27, 2001
NASA
considering crew escape systems
The Associated Press
CAPE CANAVERAL, Fla. (AP) -- Fifteen
years after Challenger disintegrated in the sky, NASA is considering a variety
of escape systems -- ejection seats, flyaway capsules -- that could save the
crew in another space shuttle accident.
It is the most extensive and expensive
look at shuttle crew escape systems ever conducted by NASA. Engineers expect to
wrap up the yearlong, $5 million study by spring. But ultimately, the space
agency may decide not to add any such features.
NASA puts the odds of a catastrophic
accident during launch -- the most dangerous part of any shuttle mission -- at
1-in-438. Shuttle flight No. 102 is coming up in a week and a half.
The leading contender among the safety
features under consideration is the ejection seat -- the same system used for
the Gemini program and the first four shuttle flights. The Mercury and Apollo
spacecraft had rocket-powered towers to fling the capsules away in an
emergency. None of these was ever used, but in the Soviet Union, an escape
rocket safely pulled two cosmonauts from a burning booster in 1983.
Ejection seats were no longer
considered necessary once NASA declared the space shuttle operational,
beginning with flight No. 5 in 1982.
"It was the Titanic syndrome: 'Not
even God can sink this ship,"' recalls former astronaut Bryan O'Connor,
director of engineering at Futron Corp.
NASA's attitude changed with flight No.
25 -- the launch of Challenger, which took place 15 years ago this Sunday, on
Jan. 28, 1986. All seven crew members were killed, including teacher Christa
McAuliffe. The cause: a gas leak in the right booster rocket.
In the explosion, the crew module
separated from the fireball and plunged into the sea. But the crew members had
no parachutes and no way to jettison the hatch. They were wearing flimsy blue
jumpsuits.
O'Connor headed a panel that looked at
crew escape systems after the disaster. When shuttle flights resumed in 1988,
he and other astronauts ended up with parachutes; partially pressurized, bright
orange suits with emergency oxygen and survival gear; a hatch that blows open;
and a pole for sliding out of the spacecraft. [Editor see the excellent film,
"Space Cowboys with Clint Eastwood to see these in action]
The Challenger explosion happened 73
seconds after liftoff. The escape systems now under consideration could be used
during the first three minutes of flight at an altitude of 150,000 feet or
more, as well as during landing and even on the launch pad.
Any one of these systems might have
saved the Challenger crew, says Kevin Templin, a project manager in the shuttle
engineering office. Challenger's crew module separated intact and went into a 2
1/2-minute free fall from 50,000 feet. SEE TRANSCRIPT OF THE 7 CHALLENGER
ASTRONAUT'S LAST WORDS BELOW AT THE BOTTOM OF THIS WEB PAGE. ITS TOO BAD IT
WASN'T NASA BUREAUCRATS TUMBLING IN THE SHUTTLE FRAGMENT IN 1986; I'D LIKE TO
HEAR THEM SAY SUCH THINGS LIKE "WE DON'T HAVE THE TIME AND MONEY TO
INSTALL EJECTION SEATS" WHILE THEY ARE SECONDS FROM DEATH...
Military-style ejection seats probably
would be the easiest system to implement. More extreme would be a crew
cabin-turned-escape capsule that would be capable of parachuting onto either
land or water.
There is also the extraction method, in
which miniature rockets would pull astronauts from their seats. Although the
lightest option, it could accommodate only five astronauts rather than the
desired seven. The capsule could fit in everyone but would add 8,400 pounds to
the shuttle and cut into payload weight. Ejection seats could accommodate six
astronauts but would take up precious cabin space. [Editor, here come the
defeatist, status quo, bullshit, loser mentalities]
"Yes, I would feel better if I had
some sort of escape system, but to do so at this stage in the design would make
it worse, it would make life so much worse," says Kenneth Cockrell,
commander of the next shuttle flight. "The concepts that I've seen just
take the crew compartment down to nothing." [Editor: TOO FUCKING BAD, IT
BEATS DYING YOU IDIOT]
Each method requires explosives for
blasting out of the shuttle, which introduces the danger of something
backfiring.
Then there is the cost. Elric McHenry,
manager of space shuttle program development, estimates an ejection or
extraction system would cost hundreds of millions of dollars. A crew module
capable of separating from the shuttle could cost $1 billion or more.
[Editor: another Challenger disaster
and you won't have a manned space program, you lazy bureacrat]
The conclusion may well be that none of
these systems is cheap enough, light enough, practical enough and easy enough
to implement.
[Editor: no that's the lowest common
denominator, weak, loser thinking of a media person who does do accomplish
tangible things (shit) in real life]
A major factor is the international
space station. If NASA hopes to finish building it in five years, then space
shuttles cannot be grounded for major overhauls.
[Editor: an explosion and loss of
shuttle and crew will be even worse]
Another factor is the longevity of
NASA's four space shuttles. It wouldn't make much sense, McHenry and others
point out, to install expensive escape systems if the shuttles are not going to
be around for long once the space station is built.
[Editor: whatever BS excuse the
bureaucrat can conjure up to not solve a problem is preferrable to meaningful,
solving-the-problem actions]
Besides, NASA concedes even the most
elaborate escape system cannot guarantee crew survival.
[Editor: FUCK NASA. With this loser's
mentality why get out of bed every morning? You cannot guarantee you will not
die someway. When you can do something to protect LIFE you do it, you do not
make bullshit excuses, YOU DO IT]
In the end, the findings may be left
for the designers of follow-on spaceships.
[Editor: there will not be any other
follow-on spaceships if NASA murders another crew]
Retired NASA engineer Don Nelson says
that would be unconscionable.
[Editor: notice he is retired and not
involved in the bureaucracy anymore]
"They're taking a very big gamble
-- when they don't need to," says Nelson, who has a book coming out titled
"NASA ... You Have a Problem."
He proposes replacing shuttle pilots and
flight displays with an automated launch and landing system, thereby saving
enough weight to put a pop-out crew module in the payload bay.
Otherwise, he says, "you're going
to have to live with this vehicle and lose another crew someday. And we will.
The warning signs are all there."
The
lazy, uninformed American mind can accept an ejection seat from a fighter at
0-600 mph at zero altitude but cannot seem to accept a parachute at 120 mph
from thousands of feet on a light plane...Is it ignorance, non-chalance or
nihilistic fatalism, or all three?
2. November 22, 1996
The eleven-man crew of King 56 is en
route to their destination in the Pacific north west. One by one, their engines
fail. Their HC-130 Hercules tanker plane becomes a glider, no engines, no
power, no controls. Slowly, the plane descends. It will take 16 minutes before
the plane crashes into the Pacific Ocean. The crew frantically tries to regain
control. Finally, giving up hope--they decide to prepare to crash land in the
water, making the fatal mistake of "going down" with the plane
instead of parachuting out and floating safely to the water and insuring they
are away from the crash/wreckage. Ten of the Eleven crew members die trapped inside
the flooding aircraft.
3. July 19, 1989
DC-10-10, Flight # 232, Sioux City,
Iowa experiences a failure of the number two tail mounted engine during the
flight which knocked out the flight controls. The crew had severe difficulties
controlling the plane using the engine thrust to steer it. They crash land--One
hundred and eleven dead.
4. September 11, 1991
Twin-engine commuter flight,
Continental Express plane, Eagle Lake, Texas. Forty-seven screw fasteners are
removed during inspection, the inspection crew forgets to re-install these
screw fasteners. The plane takes off and breaks up in the air. All fourteen
members die.
5. August 21, 1995
Flight 529, Carrollton, GA, a fracture
and separation of a propeller blade causes the plane to plummet from 18,000
feet. Eight people die
6. October 14, 1994
American Eagle, flight #3379,
Greensboro, North Carolina, loses power in one engine, drops 1400 feet to a
fiery crash. Fifteen people die.
Is it possible that some of these
crew/passengers could have survived?
The answer is YES.
If only they had parachutes and used
them. Why are military and civilians not being allowed/or not using parachutes
to escape these plummeting death traps?
The reasons I come up with are
frightening: ignorance, denial, non-chalance, arrogance, statistics as excuses,
cowardliness, fatalism.
We need to accept the fact that some
planes will crash. Sometimes, unfortunately, there are no warnings, no time to
prepare, my colleagues and I are well aware of this fact. If giving the choice
of possibly living or possibly dying -- I would rather go out trying. But as it
exists today, we the American people (military and civilians) do not have this
choice. We have very little chance of surviving if the plane we are on
malfunctions. We are trapped in a huge structure hurtling to the ground.
Someone else NOT on the airplane has made the choice for us.
Why not a parachute under the seat
cushion of every passenger/crew member? The flight attendants can help
passengers with their parachutes. As soon as an in-flight emergency is detected
that would make a crash landing inevitable, passengers would be donning
parachutes. Below 10,00 feet (so oxygen is not needed) the aircraft
depressurizes and the doors would be opened. Planes that are filled with smoke
from onboard fires cannot be flown by their crews since everyone suffocates as
soon as their emergency oxygen runs out, and inevitably crash. This is because
doors on civilian airliners in flight cannot be opened to vent out the smoke
like military aircraft can. This should be changed so they can be opened
without the crash landing slide/rafts deploying. Then, before the plane
crashes, the passengers can start exiting the plane. As soon as you exit the
plane, you pull the cord to deploy your parachute....that=s all there is to it.
These parachutes can be made
one-size-fits-all on each sitting position on the plane for the disabled,
parent traveling with a young child, and for the larger-size passenger. Each
parachute would have a built-in flotation device and a quick-pull release to
detach the parachute when the passenger safely lands.
Butler
Parachutes for emergency use, note their compact size/weight!
Americans need to demand this
life-saving precaution. Shouldn=t we expect to be given every opportunity to
survive? Stand-up American--fight for our life, your friends life, your
neighbors life, your fellow Americans' life. Lets not wait until the next
disaster.....as sure enough their will be one, before we speak out. Lets
prevent more unnecessary, needless, senseless, BUT preventable deaths.
Contact the Federal
Aviation Administration (F.A.A.) and demand that you and others be given
this chance to survive.
Sincerely,
Carol Murphy
The Challenger Transcript
A secret NASA tape reveals that the
crew of the shuttle Challenger not only survived the explosion that ripped the
vessel apart; they screamed, cried, cursed and prayed for three hellish minutes
before they slammed into the Atlantic and perished on January 28, 1986.
The tape is said to begin with a
startled crewman screaming,"What happened? What happened? Oh God -
No!" Screams and curses are heard- several crewmen begin to weep- and then
others bid their families farewell.
Two minutes forty-five seconds later
the tape ends. That's when the shuttles crew compartment, which remained intact
after the vessel exploded over the Atlantic, hit the ocean at over 2,000 miles
per hour, instantly killing the crew.
" Cover up? Of course there was a
coverup, " declared Robert Hotz, a member of the Presidential commission
that investigated the disaster. " NASA can't face the fact that they put
these astronauts in a situation where they didn't have adequate equipment to
survive. NASA doesn't give a damn about anything but covering it's ass, "
he said.
The official account released by NASA
ends with shuttle pilot Michael Smith saying, " Uh-oh!" Some NASA
employees have evidently heard more-much more. And they provided the rest of
the account based on what they've discussed within NASA in the last five years.
The astronauts had time and realized something was happening after the shuttle
broke up.
" All shuttle astronauts carry
personal recorders and the tape in question apparently came from Christa's
(McAuliffe), which was recovered after the shuttle disaster, " said Hotz.
Jarvis was sitting beside her, and when he figured out what was happening he
said, " Give me your hand. "
" NASA insists there's nothing
like that on tape but they're talking about the mission tape, not Christa's. So
they're not lying, but they're not telling the truth, either. "
A journalist with close ties to NASA
was even more emphatic, " There are persistent rumors, dating back to the
disaster, that this tape is absolutely bone-chilling. "
The "official" version: (can
you spell bullshit?)
National Aeronautics and Space
Administration
Washington, D C. 20546
NASA has completed its analysis of the
Challenger operational recorder voice tape. The enclosed transcript reveals the
comments of Commander Francis R.Scobee, Pilot Michael J. Smith, Mission
Specialist 1 Ellison S. Onizuka, and Mission Specialist 2 Judith A. Resnik for
the period of T-2:05 prior to launch through approximately T+73 seconds when
loss of all data occurred. The operational recorder is automatically activated
at T-2:05 and normally runs throughout the mission. During the period of the
prelaunch and the launch phase covered by the voice tape, Mission Specialist 3
Ronald E. McNair, Payload Specialist 1 S. Christa McAuliffe, and Payload
Specialist 2 Gregory B. Jarvis were seated in the middeck and could monitor all
voice activity but did not make any voice reports or comments.
TRANSCRIPT OF THE CHALLENGER CREW
COMMENTS FROM THE OPERATIONAL RECORDER
CDR.....Scobee
PLT.....Smith
MS 1....Onizuka
MS 2....Resnik
The references to "NASA"
indicate explanatory references NASA provided to the Presidential Commission.)
Time Crew Crew
(Min:Sec).........Position Comment
T-2:05............MS
2 Would you give that back to me?
T-2:03............MS 2 Security blanket.
T-2:02............MS 2 Hmm.
T-1:58............CDR Two minutes downstairs; you gotta watch running down
there? (NASA: Two minutes till launch.)
T-1:47............PLT OK there goes the lox arm.
(NASA: Liquid oxygen supply arm to ET.) T-1:46............CDR Goes the beanie
cap. (NASA: Liquid oxygen vent cap.)
T-1:44............MS 1 Doesn't it go the other way?
T-1:42 Laughter.
T-1:39............MS 1 Now I see it; I see it.
T-1:39............PLT God I hope not Ellison.
T-1:38............MS 1 I couldn't see it moving; it was behind the center
screen. (NASA: Obstructed view of liquid oxygen supply arm.)
T-1:33............MS 2 Got your harnesses locked? (NASA: Seat restraints.)
T-1:29............PLT What for?
T-1:28............CDR I won't lock mine; I might have to reach something.
T-1:24............PLT Ooh kaaaay.
T-1:04............MS 1 Dick's thinking of somebody there.
T-1:03............CDR Unhuh.
T-59...............CDR One minute downstairs. (NASA: One minute till launch.)
T-52...............MS 2 Cabin Pressure is probably going to give us an alarm.
(NASA: Caution and warning alarm. Routine occurrence during prelaunch).
T-50...............CDR OK.
T-47...............CDR OK there.
T-43...............PLT Alarm looks good. (NASA: Cabin pressure is acceptable.)
T-42...............CDR OK.
T-40...............PLT Ullage pressures are up. (NASA: External tank ullage
pressure.) T-34...............PLT Right engine helium tank is just a little bit
low. (NASA: SSME supply helium pressure.)
T-32...............CDR It was yesterday, too.
T-31...............PLT OK.
T-30..............CDR Thirty seconds down there. (NASA: 30 seconds till
launch.)
T-25..............PLT Remember the red button when you make a roll call. (NASA:
Precautionary reminder for communications configuration.)
T-23.............CDR I won't do that; thanks a lot.
T-15.............CDR Fifteen. (NASA: 15 seconds till launch.)
T-6...............CDR There they go guys. (NASA: SSME Ignition.)
MS 2 All right.
CDR Three at a hundred. (NASA: SSME thrust level at 100% for all 3 engines.)
T+O.............MS 2 Aaall riiight.
T+1..............PLT Here we go. (NASA: Vehicle motion.)
T+7..............CDR Houston, Challenger roll program. (NASA: Initiation of
vehicle roll program.)
T+11............PLT Go you Mother.
T+14............MS LVLH. (NASA: Reminder for cockpit switch configuration
change. Local vertical/local horizontal).
T+15............MS 2 (Expletive) hot.
T+16............CDR Ooohh-kaaay.
T+19............PLT Looks like we've got a lotta wind here today.
T+20............CDR Yeah.
T+22............CDR It's a little hard to see out my window here.
T+28............PLT There's ten thousand feet and Mach point five. (NASA:
Altitude and velocity report.)
T+30 Garble.
T+35............CDR Point nine. (NASA: Velocity report, 0.9 Mach).
T+40............PLT There's Mach one. (NASA: Velocity report, 1.0 Mach).
T+41............CDR Going through nineteen thousand. (NASA: Altitude report,
19,000 ft.)
T+43............CDR OK we're throttling down. (NASA: Normal SSME thrust
reduction during maximum dynamic pressure region.
T+57............CDR Throttling up. (NASA: Throttle up to 104% after maximum
dynamic pressure.
T+58............PLT Throttle up.
T+59............CDR Roger.
T+60............PLT Feel that mother go.
T+60 Woooohoooo.
T+1:02.........PLT Thirty-five thousand going through one point five (NASA:
Altitude and velocity report, 35,000 ft., 1.5 Mach).
T+1:05.........CDR Reading four eighty six on mine. (NASA: Routine airspeed
indicator check.)
T+1:07.........PLT Yep, that's what I've got, too.
T+1:10.........CDR Roger, go at throttle up. (NASA: SSME at 104 percent.
T+1:13.........PLT Uhoh.
T+1:13 LOSS OF ALL DATA.
The following begins two seconds after
NASA's official version ends, with pilot Michael Smith saying, " Uh-oh!
" Times from the moment of takeoff are shown in minutes and seconds and are
approximate. The sex of the speaker is indicated by M or F.
T+1:15 (M) What happened? What
happened? Oh God, no - no!
T+1:17 (F) Oh dear God.
T+1:18 (M) Turn on your air pack! Turn on your air...
T+1:20 (M) Can't breathe... choking...
T+1:21 (M) Lift up your visor!
T+1:22 (M/F) (Screams.) It's hot. (Sobs.) I can't. Don't tell me... God! Do
it...now...
T+1:24 (M) I told them... I told them... Dammit! Resnik don't...
T+1:27 (M) Take it easy! Move (unintelligible)...
T+1:28 (F) Don't let me die like this. Not now. Not here...
T+1:31 (M) Your arm... no... I (extended garble, static)
T+1:36 (F) I'm... passing... out...
T+1:37 (M) We're not dead yet.
T+1:40 (M) If you ever wanted (unintelligible) me a miracle...
(unintelligible)... (screams)
T+1:41 (M) She's... she's... (garble) ... damn!
T+1:50 (M) Can't breathe...
T+1:51 (M/F) (screams) Jesus Christ! No!
T+1:54 (M) She's out.
T+1:55 (M) Lucky... (unintelligible).
T+1:56 (M) God. The water... we're dead! (screams)
T+2:00 (F) Goodbye (sobs)... I love you, I love you...
T+2:03 (M) Loosen up... loosen up...
T+2:07 (M) It'll just be like a ditch landing...
T+2:09 (M) That's right, think positive.
T+2:11 (M) Ditch procedure...
T+2:14 (M) No way!
T+2:17 (M) Give me your hand...
T+2:19 (M) You awake in there? I... I...
T+2:29 (M) Our Father... (unintelligible)...
T+2:42 (M) ...hallowed be Thy name... (unintelligible).
T+2:57 (M) You...over there?
T+2:58 (M) The Lord is my shepherd, I shall...not want. He maketh me to lie
down in green pastures... though I walk through the valley of the shadow of
death, I will fear no evil... I will dwell in the house...
T+3:15 to end. None. Static, silence.