Aces High Bulletin Board
General Forums => The O' Club => Topic started by: Banzzai on October 02, 2008, 10:55:17 AM
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http://news.bbc.co.uk/2/hi/americas/7647732.stm (http://news.bbc.co.uk/2/hi/americas/7647732.stm).
would have thought someone would have posted it earlier.
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I think we are all waiting on if he is still alive or not. Reports from the crash don't look too hopeful.
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I think we are all waiting on if he is still alive or not. Reports from the crash don't look too hopeful.
umm ya.... Perhaps the time frame is working against him?
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I think we are all waiting on if he is still alive or not. Reports from the crash don't look too hopeful.
seriously? really? Do you think he's been holed up in a cave at 11,000 feet eating squirrels?
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He was declared legaly dead last year. If they find him he will be a corpse.
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seriously? really? Do you think he's been holed up in a cave at 11,000 feet eating squirrels?
:rofl :rofl :rofl :rofl
RIP Steve. :cry
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Of course I don't think he's alive...but the reason no one has posted anything yet, imo is that they haven't found a body. Or they haven't found him alive, going for the whole optimist thing here. You guys need to get out more.
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Of course I don't think he's alive...but the reason no one has posted anything yet, imo is that they haven't found a body. Or they haven't found him alive, going for the whole optimist thing here. You guys need to get out more.
(http://www.idea-sandbox.com/blog/blog_images/disneyland_tshirt.jpg)
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You guys need to get out more.
(http://i110.photobucket.com/albums/n114/corsiphoto/geoduck-aka-gooey-duck.jpg)
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Not much left of the plane looks like it wrapped around a rock
(http://www.latimes.com/media/photo/2008-10/42707581.jpg)
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Odd that hikers first found his wallet. Well away from the wreck.
Any body remains?
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Odd that hikers first found his wallet. Well away from the wreck.
Any body remains?
This just in the news room...Wild animals eat human remains.
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he was brought down and devoured by enraged spotted owls.
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If he was in the cockpit I'd put my money on that there should be some mess...un-devoured.
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If he was in the cockpit I'd put my money on that there should be some mess...un-devoured.
You may find bones, maybe a skull - but the report says he lawndarted at high speed.
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my guess
auto pilot and a heart attack
or
auto pilot and bailed out
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If he was in and lawndarted, some remains will be found.
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Maybe he got saved by Bigfoot.
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Maybe he got saved by Bigfoot.
We shot the last remaining bigfoot. He's mounted in the bar at the Ravensdale Sport and Shooting Club in Maplevalley, Washington.
Sorry, we didn't know he was the last one.
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are ya sure that's not Fosset that's mounted in the bar at the Ravensdale Sport and Shooting Club? :(
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Maybe he was scudruning over familiar terrain, or flying "IFR" in clouds via GPS terrain avoidance hoping to get past some weather? :salute
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The weather that day was beautiful, so weather was quite probably not a factor.
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The latest show they did in deed find remains.
http://www.msnbc.msn.com/id/26976119/?GT1=43001 (http://www.msnbc.msn.com/id/26976119/?GT1=43001)
At least there's some degree of closure for the family now.
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That area is notorious for wind shear and mountain wave. Small plane like that could easily be squished in a big down draft. :(
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You may find bones, maybe a skull - but the report says he lawndarted at high speed.
Yeah, but you figure they would at least find some fragments.
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The latest show they did in deed find remains.
http://www.msnbc.msn.com/id/26976119/?GT1=43001 (http://www.msnbc.msn.com/id/26976119/?GT1=43001)
At least there's some degree of closure for the family now.
ahh, nm
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Remains were found, sufficient for a DNA test t least.
FWIW the aircraft he was flying is not one normally equipped with autopilot equipment. The appears to be another case of CFIT, controlled flight into terrain. Even vastly experienced pilots can make a mistake.
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Remains were found, sufficient for a DNA test t least.
FWIW the aircraft he was flying is not one normally equipped with autopilot equipment. The appears to be another case of CFIT, controlled flight into terrain. Even vastly experienced pilots can make a mistake.
I got a lot of hours flying over that terrain - its no toejam, if you get schwacked by a mountain wave - short of a RATO you aren't gonna power out of it. Especially in the normally aspirated dragger he was rolling around in.
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Yup, mountain waves are naughty. We have some bad places in our country as well, so some aircraft have been smacked into a glacier. Then there is visibility.
Same story with Greenland, where you just have mountains rising steeply some 10K from the sea.
I recall a DC-4 pilot who almost ened his days there (visibility issue), but got our by a hair's width by forcing the aircraft into a hammerhead. With passengers and all. Well, he was an old fighter jock....
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I spent 3 years in Alaska & the landscape is littered with AC fragments where someone thought he had sufficient altitude to clear the top, only to find himself in a down draft with no place to go except into the ground. :noid :uhoh :pray
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My prayers to his family and :salute to him.
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my guess
auto pilot and a heart attack
or
auto pilot and bailed out
to the best of my knowledge, the super decathalons don't come with auto pilot? i know 3 people that fly them, and none of theirs have it.
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The weather that day was beautiful, so weather was quite probably not a factor.
he was near mountains?
possibly windshear? downwash from wind crossing the mountain?
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he was near mountains?
possibly windshear? downwash from wind crossing the mountain?
(http://www.tpub.com/weather2/3.htm35.gif)
Large-Scale Vertical Waves (Mountain Waves)
Mountain waves occur on the lee side of topographical barriers and occur when the wind-flow is strong, 25 knots or more, and the flow is roughly perpendicular to the mountain range. The structure of the barrier and the strength of the wind determines the amplitude and the type of the wave. The characteristics of a typical moun-tain wave are shown in figure 3-3-9.
Figure 3-3-9 shows the cloud formations nor-mally found with wave development and il-lustrates schematically the airflow in a similar situation. The illustration shows that the air flows fairly smoothly with a lifting component as it moves along the windward side of the mountain. The wind speed gradually increases, reaching a maximum near the summit. On passing the crest, the flow breaks down into a much more com-plicated pattern with downdrafts predominating. An indication of the possible intensities can be gained from verified records of sustained downdrafts (and also updrafts) of at least 5,000 feet per minute with other reports showing drafts well in excess of this figure. Turbulence in vary-ing degrees can be expected and is particularly severe in the lower levels; however, it can extend to the tropopause to a lesser degree. Proceeding downwind, some 5 to 10 miles from the summit, the airflow begins to ascend in a definite wave pat-tern. Additional waves, generally less intense than the primary wave, may form downwind (in some cases six or more have been reported). These are similar to the series of ripples that form downstream from a submerged rock in a swiftly flowing river. The distance between successive waves usually ranges from 2 to 10 miles, depend-ing largely on the existing wind speed and the at-mospheric stability. However, wave lengths up to 20 miles have been reported. It is important to know how to identify a wave situation. Pilots must be briefed on this
condition so they can avoid the wave hazards. Characteristic cloud forms peculiar to wave ac-tion provide the best means of visual identifica-tion. The lenticular (lens shaped) clouds in the upper right of figure 3-3-9 are smooth in contour. These clouds may occur singly or in layers at heights usually above 20,000 feet, and may be quite ragged when the airflow at that level is tur-bulent. The roll cloud (also called rotor cloud) forms at a lower level, generally near the height of the mountain ridge, and can be seen extending across the center of the figure. The cap cloud, shown partially covering the mountain slope, must always be avoided in flight because of turbulence, concealed mountain peaks, and strong downdrafts on the lee side. The lenticulars, like the roll clouds and cap clouds, are stationary, constantly form-ing on the windward side and dissipating on the lee side of the wave. The actual cloud forms can be a guide to the degree of turbulence. Smooth clouds generally show smoother airflow in or near them with light turbulence. Clouds appearing ragged or irregular indicate more turbulence. While clouds are generally present to forewarn the presence of wave activity, it is possible for wave action to take place when the air is too dry to form clouds. This makes the problem of iden-tifying and forecasting more difficult.
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(http://www.tpub.com/weather2/3.htm35.gif)
Large-Scale Vertical Waves (Mountain Waves)
Mountain waves occur on the lee side of topographical barriers and occur when the wind-flow is strong, 25 knots or more, and the flow is roughly perpendicular to the mountain range. The structure of the barrier and the strength of the wind determines the amplitude and the type of the wave. The characteristics of a typical moun-tain wave are shown in figure 3-3-9.
Figure 3-3-9 shows the cloud formations nor-mally found with wave development and il-lustrates schematically the airflow in a similar situation. The illustration shows that the air flows fairly smoothly with a lifting component as it moves along the windward side of the mountain. The wind speed gradually increases, reaching a maximum near the summit. On passing the crest, the flow breaks down into a much more com-plicated pattern with downdrafts predominating. An indication of the possible intensities can be gained from verified records of sustained downdrafts (and also updrafts) of at least 5,000 feet per minute with other reports showing drafts well in excess of this figure. Turbulence in vary-ing degrees can be expected and is particularly severe in the lower levels; however, it can extend to the tropopause to a lesser degree. Proceeding downwind, some 5 to 10 miles from the summit, the airflow begins to ascend in a definite wave pat-tern. Additional waves, generally less intense than the primary wave, may form downwind (in some cases six or more have been reported). These are similar to the series of ripples that form downstream from a submerged rock in a swiftly flowing river. The distance between successive waves usually ranges from 2 to 10 miles, depend-ing largely on the existing wind speed and the at-mospheric stability. However, wave lengths up to 20 miles have been reported. It is important to know how to identify a wave situation. Pilots must be briefed on this
condition so they can avoid the wave hazards. Characteristic cloud forms peculiar to wave ac-tion provide the best means of visual identifica-tion. The lenticular (lens shaped) clouds in the upper right of figure 3-3-9 are smooth in contour. These clouds may occur singly or in layers at heights usually above 20,000 feet, and may be quite ragged when the airflow at that level is tur-bulent. The roll cloud (also called rotor cloud) forms at a lower level, generally near the height of the mountain ridge, and can be seen extending across the center of the figure. The cap cloud, shown partially covering the mountain slope, must always be avoided in flight because of turbulence, concealed mountain peaks, and strong downdrafts on the lee side. The lenticulars, like the roll clouds and cap clouds, are stationary, constantly form-ing on the windward side and dissipating on the lee side of the wave. The actual cloud forms can be a guide to the degree of turbulence. Smooth clouds generally show smoother airflow in or near them with light turbulence. Clouds appearing ragged or irregular indicate more turbulence. While clouds are generally present to forewarn the presence of wave activity, it is possible for wave action to take place when the air is too dry to form clouds. This makes the problem of iden-tifying and forecasting more difficult.
thank ya sir!
that's exactly what i was getting at, i just couldn't remember the proper terminology.....after all, i'm in nj.......not too many mountains to fly near here......just lots of buildings and tollbooths :lol
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Not trying to pass as an expert, but "the wind doesn't go into the ground", moreover mountain flying rule #1 is that you don't "attack" a ridge headon. I doubt it was windshear that put him down, especially considering his experience and such a manoeuvering plane.
Anyway, as usuall we have no clue on even how the area of the crash looks like, and we are just farting in the wind with wild semi-educated guesses.
:salute to a man with quite a colorfull aeronautical career, whatever happened to him that day. :salute