"THE MORE IMPORTANT ENGLISH ARTICLES PUBLISHED in this Blog"

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BRAZILIAN AIR AUTHORITIES RECOGNIZED ABOUT MY DISCOVERIES! / Autoridades Aeronáuticas Brasileiras Reconhecem Minhas Descobertas!

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"From: sie@anac.gov.br
To: laurenbrocardo@hotmail.com
CC: katia.portella@anac.gov.br
Date: Thu, 8 May 2008 14:28:57 -0300
Subject: RES: Agora eles sabem o porque do acidente da TAM, Temos que enfrentar a verdade. (CONTINUAÇÃO)


Prezado Sr. Roberto Milán

Acusamos o recebimento de suas informações e agradecemos a sua prestimosa colaboração. Seu relato está sendo devidamente encaminhado para a Área Técnica especializada do assunto, que tomará as providências cabíveis quanto ao tema em pauta. Todas as informações serão analisadas pelos nossos especialistas, que irão reformular todos os procedimentos afim de sanar as falhas pelo senhor apresentadas.

Grata,

Kátia N. Portella Nunes
Gerente Técnico
Superintendência de Infra-Estrutura Aeroportuária-SIE
Agência nacional de Aviação Civil- ANAC"
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TRANSLATION:
( “que irão reformular todos os procedimentos afim de sanar as falhas pelo senhor apresentadas.”

“that they will reformulate all procedures to make amends for no more happen the failures by you presented “ )
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Please, show it to Every Body that you Know.
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Help me to save lives.
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Now, we a Back in the Same Point.
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What is more important? Flight Safety, Human Lives or FBW System, No Applying of RMAP and BACS?
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Now they are forced all Pilots Flying the Aircraft with out Flight Safety!
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It is a Russian Roulette; Do You Want to Die? Leave your Family?
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So, Come to my Fight for the Flight Safety! For the Lives!
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Please, show it to Everybody that you Know! Just it!
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You can see all this Article in the Address: http://robertomrmilan.blogspot.com/2010/03/brazilian-air-authorities-recognized.html
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Videos About:

Explanation about RMAP, The True Cause of the crash of TAM, that Brazilian Air Authorities are Censoring;Version in English / Explicação sobre a RMAP, Verdaedeira Causa do Acidente da TAM, que as Autoridades Brasileiras estão Censurando
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http://www.youtube.com/user/hackershacal#p/a/u/2/KCBwuMgqQss

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Interview in TV Record about RMAP application Version in English / Entrevista na TV Record sobre a aplicação da RMAP.
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http://www.youtube.com/user/hackershacal#p/a/u/1/XX_lH31rZuo
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IF YOU WANT TO KNOW MORE ABOUT:

* "RMAP" Runway Missing Approaching Point, (Cause of the crash of TAM that killed 199 people in São Paulo and the crash in India that 158 people died)

* "BACS" System Anti-Collision System, (which avoids the ingestion of birds avoiding accidents as the aircraft splashed down in the river in NY)

* And the Problem of Electromagnetic Inductance at FBW aircraft system ( Very likely Cause the Crash of Air France)
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Please Touch on the ARROWS to see TITLES or place in Google search and come directly to any page of the Flight Safety Blog by Roberto Milán talking about the subject required.
The same procedure must be done to find subjects on the struggle without any lawyer Against Brazilian Justice, the Brazilian Government and the Legislature Dollars. I mean, Brazilian Anarchy!
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THERE ARE IMPORTANT PUBLICATIONS IN ENGLISH ABOUT MY DISCOVERIES THAT WERE PUBLISHED EARLIER ARE MORE IN THE MIDDLE OF THIS BLOG.
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The PHYSIC laws are better than worst engineer

BXXXgXX -
As an engineer? Honestly? the A380 has been the best working experience for me.

(Just if you are really an engineer:
Why you and your friends Didn`t Answered me how you and your dear Friends do to avoid the Magnetic Inductance Caused by a FLASH OF LIGHTNING or THUNDERBOLT?
Why you and your Friends put me out of the Airbus Community without any question or argue about this really Airbus Problem! The impossibility to avoid the Magnetic Inductance Caused by a FLASH OF LIGHTNING or THUNDERBOLT?
Why you and your friends are doing censure about the Airbus and The impossibility to avoid the Magnetic Inductance Caused by a FLASH OF LIGHTNING or THUNDERBOLT?
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The PHYSIC laws are better than worst engineer!

I Am published this information in Another Communities in English.)
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Roberto Milán
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RMAP SIMPLES MATHEMATIC CONCEPT
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RMAP is a runway missing approaching point that is equal runway land length available minus maximum land weight V1 length running by the aircraft minus 300 meters plus the length running by the aircraft due the lost of time to take action.
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RMAPjm = LDA – [ MLWV1 MappflapLT – (300m + X)]
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Roberto Milán.

SIMPLIFIED RMAP FORMULA

FORMULA RMAPjmappflapm

( RMAP to Jet aircraft using missing approaching flap without ACRT )

RMAPjm = RWLT – [ MLWV1MappflapLT – ( 300m + X)]
or
RMAPjm = LDA – [ MLWV1 MappflapLT – (300m + X)]

RMAPj ( RMAP to Jet aircraft using missing approaching flap without ACRT )
ACRT ( Automatic Closing Reverser with Thrust power )
LDA (Land distance Available)
X { Meters (m) lost to close the reverser and reaching full thrust power}
M ( Maximum )
LT ( Length )
L (Landing )
W ( Weight )
m (Meter)

Mappflap (Missing approaching flap)

The correction of runway contamination and another correction more are in the V1 values.

*Something more can be including for an other proposal.

Roberto Milán
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Flight Safety is more important than Any Aircraft!


RMAP is Runway Missing Approaching Point, Just Because, The Aircraft doesn't reaching Low Speed less than 80kts, so the Aircraft will do the Missing Approaching Procedure and no full stopped land, if the Aircraft when reach the RMAP Signer with low Speed, LESS than 80kts, it will do full stopped land and waiting the time ANOUGH to VMBE (Maximum Brake Energy Speed) and to start a new departure Procedure, Just it.

And you don't Forget!!! Flight Safety is Air Security, if any Aircraft is not Safety, must to be Grounding, just it…

It is so easy… If the Aircraft doesn't have limitation enough, It will not be Applied RMAP. Flight Safety is more important than Any Aircraft; The Aircraft must to get good limitation of the Maximum Brake Energy Speed, just it!!!

Flight Safety is Air Security, if any Aircraft is not Safety, must to be Grounding, just it…

Roberto Milán
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The answers to the frequents questions in my Orkut.
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RMAP is a point on the RUNWAY that the Aircraft Captain must to start the missing Approaching procedure; So the Aircraft Captain will have All safety to have enough to speed upping the Aircraft in one-engine condition from 80kt until reaching the rotation speed to pass over the end of Runway or over the clear way at 35 feet and every subsequent obstacles; it is like the V1 on Take off! If the Aircraft is in this point with the speed less than 80kt, the Aircraft will have enough length Runway to do full stop or on stop way. It is like a V1, but in this case the RMAP is a Physical Point on Runway, One Decision Point; The Aircraft Captain must to start the Missing Approaching Procedure if it is reaching this point with more than 80kt.
If there was the RMAP when happened the TAM Crash in Congonhas and the Aircraft was with the thrust enough to do the Missing Approaching Procedure the cause of the Crash was from the Captain, but the RMAP didn`t exist in that time, so the cause of that crash was the no applying of RMAP, like another crashes since that my first information to the Air World Authorities, in another words, every approaching procedure done in the world since that time is a (Russian-roulette).
The formula of the RMAP or RMAPj = RWLT – {MLWV1MappflapLT – (MLW80ktV1mappflapLT + X) is in my Blog: http://www.robertomrmilan.blogspot.com/ I believe that early the Brazilian Air Authorities will apply the RMAP in Brazil, if they won`t do it and any person die for no applying of the RMAP, so real that God Exist; I Roberto Milán will go to denounce them to more closing Police Station as killers of the so Proclaimed Crash victims due the no applying of RMAP. I hope that won`t be need to do this, because the Brazilian Authorities soon will apply the RMAP.
I need that every body show the RMAP to every people that they know, if you want any kind of information about RMAP or Flight Safety, please send me a E-mail to laurenbrocardo@hotmail.com or inter in my Orkut community (Flight Safety by Roberto Milán) and you will do your question.
Some one asked me this, so I hope that, every body, get this information.
- Hi! I understood, but a think that I got a doubt, for each weight, the Decision Point Change, is That? How this think works if this point is so variable?
- Good-bye.
The Aircraft will be classified by the Approaching Speed in according with the ICAO Categories: The A,B,C,D and E, in the case of the Civil Jets usually they are in the C category; do you remember in Instrument Approaching Card when you choose your minimum to do your Approaching ? If we consider for example that it will be used as reference to “C“ Aircraft Category, the more weighty Aircraft that get operation in this Runway . So we consider that the B-747 is the reference Aircraft for this Runway, we can say that the yellow signer with the C black letter is the B-747 signer reference and the yellow signer with C 10 black letter and number is to the F-100 or B-737, this is just hypothetic information; (each number is the same than 100 meters, so C 10 is the same than 1000 meters after the Reference Signer, in this case is the B-747 aircraft signer) The Air World Authorities will must to do studies to Aircrafts, Runways and Crews Homologation. Each Aircraft will have its signer every time considering the maximum land weight to that Runway, because the Runway can be in sea level or in another level, contaminated, etc…

The correction of runway contamination and another correction more are in the V1 values.

The Reference Signer will be to worst condition of the Runway for the more weight aircraft that use this Runway

When a Runway will be working to PAR or Category III ILS Approaching, the reference signer Aircraft Category Will have a Electronic Signal; Where Will be the RMAP for all aircraft of this Approaching Category.
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In case of the Runway Reference Aircraft be with light or minimum land weight, the reference to this land will be the Runway Reference Aircraft Signer plus some meters, in others words, the signer will be C1 or C2 or C3, etc…

I am speaking about my RMAP project, I don`t know if the Air World Authorities will follow my ideas that is in the ICAO principles.

When the crew does the Landing Data Paper, they must to put the RMAP to this Runway in the same way that MDA, DA,DH, etc…

Thanks for your questions, I am here for another question.

Roberto Milán
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About the Air France Air Crash I think that:
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About the Air France Air Crash I think that it has a Great possibility that the Aircraft loss the Air control due to a Magnetic Inductance caused for a great flash of lightning that passed close or touch in the Aircraft, but it is just a possibility, the law of the magnetic Inductance show for us that it is completely possible.

The Aircraft that is using the system FBW is not protect from the magnetic inductance caused for a great flash of lightning, it is a fact. Faraday cage protect the Aircraft just against the Electrical charge, but no against the Magnetic Inductance caused for a great flash of lightning that it will create a great Electrical Charge in the wires inside or the Aircraft and it will break the wire, and all this System FBW will stop and if the Aircraft has parallel System FBW, all can be stop and the Aircraft will lost all control including the FADEC System too…
It is what I think About this Air Crash, but is clear that never will be the official Cause…Never they will find the CVR and FDR, Never we will know where is this CVR and FDR, this is the law of the more stronger, the people that just wants money, just it…

For them, Flight Safety is joke…

Roberto Milán
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Flight by Wire, won't be Working in the Future, The Electromagnetism was forgetting by the ENGENERS.

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The Electromagnetic Induction shows up in each metallic surface look like metallic wire that takes electric inputs through itself to a Servo that transform this electric energy to hydraulic energy and from this to mechanic Energy to command the Aircraft Flight Controls Surfaces. Like is it in case of the high electric discharger a Big Magnetic Arc perpendicular the electric flux (OR CHARGER) so strong as the electric flux will appear to make up a so big as the electric charger ELETROMAGNETIC INDUTION that is a BASIC FACTOR to Transform Magnetic energy to Electric Energy. The System that use the metallic surface or wire (to takes electric inputs through itself to a Servo that transform this electric energy to hydraulic energy and from this to mechanic Energy to command the Aircraft Flight Controls Surfaces) is vulnerable to a ELETROMAGNETIC INDUTION and this fact do this System be UNSAFETY to Be The Unique Base System (FLIGHT by WIRE) to leader the Aircraft Flight Control.
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I request that, Any Electric Doctor OR Engineer or Air Authorities that Show to me where is a System to Protect a Electric System (FLIGHT by WIRE) from a ELETROMAGNETIC INDUTION.
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Considering this fact, I suggest to the Engineers and the Air Authorities that to save the Aircraft using (Flight by Wire) this kind of Flight leader Controls to put paralleling with this (FLIGHT by WIRE)a conventional leader Control with cable like WAS using Before the (FLIGHT by WIRE)

Roberto Milán
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The PHYSIC laws are better than worst engineer


As an engineer? Honestly? the A380 has been the best working experience for me.

(Just if you are really an engineer:
Why you and your friends Didn't Answered me how you and your dear Friends do to avoid the Magnetic Inductance Caused by a FLASH OF LIGHTNING or THUNDERBOLT?

Why you and your Friends put me out of the Airbus Community without any question or argue about this really Airbus Problem! The impossibility to avoid the Magnetic Inductance Caused by a FLASH OF LIGHTNING or THUNDERBOLT?

Why you and your friends are doing censure about the Airbus and The impossibility to avoid the Magnetic Inductance Caused by a FLASH OF LIGHTNING or THUNDERBOLT?
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The PHYSIC laws are better than worst engineer!

I Am published this information in Another Communities in English.)
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Roberto Milán
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OPERATION RESTRICTION OF AIRBUS AIRCRAFT that is in it OPERATION MANUAL, THAT it Shows to us the INNOCENCE of the AVIATORS in the TAM Air Crash in Congonhas Airport, Brazil.
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“V Commitment for Full-stop Landing
Landing incidents and accidents clearly demonstrate that after the thrust reversers
have been deployed (even at reverse idle), the landing must be completed to a full
stop, as a successful go-around may not be possible.
The following occurrences have resulted in a significantly reduced rate of climb or in
departure from controlled flight:
• Thrust asymmetry resulting from asymmetrical engine spool up (i.e., asymmetrical
engine acceleration characteristics from a ground idle level);
• Thrust asymmetry resulting from one thrust reverser going to the stow position
faster than the other one; and,
• Severe thrust asymmetry resulting from one thrust reverser failing to re-stow.

(Airbus)”


As you can see, the missing approaching procedure is impossible now a day in the Airbus Aircraft and Boeing Aircraft between another's Aircrafts; What we can affirm, that it is necessary to be apply Urgently the RMAP And after do it, no more Aircraft with this kind of Operation Restrictions will be permitted to Fly.

Roberto Milán
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WHAT PILOT FLIES A AIRCRAFT WITH OUT FLIGHT COMMANDS?


If It Does not have Eletrical Energy! It DOESN`T have FLY BY WIRE OR FLIGHT BY WIRE! IT IS A FACT!!!
Usually the people forgot that a very big electrical source transient makes a VERY BIG and Violent Magnetic Field Perpendicular the Direction of the Electrical Source ( The rule of the left hand ); This magnetic variation, the Faraday Cage can not contain it and any electric conductor inside of this Magnetic Field, it will get a Electro-Magnetic Inductance similar what happen in the static magnetic field inside of a electrical Generator, This is the base of the Generator functioning; Therefor it is correct, that have account about people reached by a thunderbolt and got grave wound or they died and the people very close of them, just got their necklace and bracelet melted; It remember us about a bobbin, that a very big Magnetic Field, cut it and make a Big Source beyond of it limits; The Source generated is very Stronger and Very Quick (Instantaneous Big Source) It is So Big, that MELT the METAL.

Where is the isolated of the Magnetic field generated by a Thunderbolt?
Who knows about a filter to contain the Magnetic Field Generated by a Thunderbolt?
Where are the Engineers, The Authorities, the guardian of the knowledge locker to answer for us this question?

I Am waiting for this answers!

Roberto Milán
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THE AIRBUS WIDE BODY FLEET AROUND THE WORLD MUST TO STOP TO FLY!



"Airbus is expected to face calls to ground its worldwide fleet of long-range airliners tomorrow when French accident investigators issue their first account of what caused Air France Flight 447 to crash off Brazil on June 1.

It is believed that the accident bureau will report that stormy weather was a factor but faulty speed data and electronics were the main problem in the disaster that killed 228 people.

The European Aviation Safety Agency (EASA) is likely to be asked why it had never taken action to remedy trouble that was well known with the Airbus 330 and 340 series. Nearly 1,000 of the aircraft are flying and until AF447, no passenger had been killed in one.

“EASA has a legal and moral obligation to get to the bottom of this problem now. If there is a defective system and the aircraft is unsafe then it should be grounded,” said James

Healy-Pratt of Stewarts Law in London. The firm, which specializes in aviation, is representing the families of 20 of the victims of flight 447.
Only 11 bodies of the 50 recovered from the Atlantic have been identified. They include Captain Marc Dubois, 58, who is believed to have been resting when his two co-pilots lost control of the aircraft in a storm. The search for bodies has been called off but ships continue to hunt for the black boxes although their locater beacons are assumed to have expired.

Suspicion over the air data systems on the Airbus 330 and 340 series has increased after the disclosure that the aircraft had experienced 36 episodes similar to the one that brought Flight 447 down as it flew from Rio de Janeiro to Paris.
Airbus first reported problems with the speed sensors — known as pitot tubes — in 1994, it emerged this week. The company advised remedies, but no mandatory action was taken.

Last weekend, the US National Transportation Safety Board, began looking into two incidents in which Airbus A330s flying from the US suffered critical episodes apparently similar to that of AF447.

This raises the prospect of a possible US order on modifications to the Airbus.

The first US incident occurred on May 21 when a TAM Airlines flight from Miami to Sao Paulo, Brazil, lost primary speed and altitude information while in cruise flight. The other was on a Northwest Airlines flight, on June 23, from Hong Kong to Tokyo.

Accounts on the internet from the pilots report a desperate struggle to keep the jet in the air.

The fate of Flight 447 would probably have remained an eternal mystery had the aircraft not automatically transmitted data back to the Air France maintenance base.

In the final four minutes, they told a story that was familiar to the airline. Ice particles or water had blocked the three pitot tubes. This upset the air data computers which in turn caused the automatic pilot to disconnect. The pilots would have had to fly manually in near-impossible conditions.

Times"


I Would like your special attention for what is in dark letter in this Article above.


I sent to the Pilot Union in the USA, International Pilot Associate, FAA,NTSB, EASA, JAA, ANAC and the Brazilian Air Authorities about the problem of Electromagnet Inductance Generated by the Thunderbolt and I believe that all Aircraft using FBW System are under under observation and if the American was going against the Airbus (As Some body Says), The American was going Against the B-777, if it was truth, they was shooting at their feet and they is not fool, they Respect so much the Flight Safety, just it. The truth is that every Responsible Pilot is get very caution with the Aircraft Using FBW System.
Unfortunately in Brazil we Pilots Do not have Pilots Union like in the USA and in several European Countries, here in Brazil we just have a Union of all Flight Staff and as the Pilots is a minority of the group, we have a Flight Attendant as a President of this Union, the consequence of this, is we are very wick union.

Please Pilots around the world, we have a Great Problem:

One is the no Applying of RMAP until today.

Another is the Unsafely using of FBW in thunderbolt.

And for last, the ingesting of Birds by the Engine and to avoid it, we must to ask to the Authorities to Apply the BACS. As you can see below.

Now, we a Back in the Same Point.

What is more important? Flight Safety, Human Lives or FBW System, No Applying of RMAP and BACS?

Now they are forced all Pilots Flying the Aircraft with out Flight Safety!

It is a Russian Roulette; Do You Want to Die? Leave your Family?

So, Come to my Fight for the Flight Safety! For the Lives!

Please, show it to Everybody that you Know! Just it!

Roberto Milán
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The Power from Magnetic Field from a THUNDERBOLT reaching a very WICK WIRE.

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The people every times say the same thing: The Faraday Cage will protect the Aircraft! Just a very BIG Mistake!
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What the Faraday Cage Does is guarantee, just that the Thunderbolt Do Not inter inside of the Aircraft,because, the physical low says that, the electric source flow by out side of the electrical conductor. However, the Magnet Field Source cross the Faraday Cage ( THE AIRCRAFT). This Source, when reaching the Electrical Conductor, Make the Electro inductance appear, than the electricity is in the Electrical Conductor. So Simple than it! Just it!
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Imagine the Power of the Magnetic Field from a THUNDERBOLT reaching this very WICK WIRE. It is Clear that this Wick Wire will MELT with this POWER.
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Imagine that inside of the Aircraft are kilometers and kilometers of WICK WIRES.
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The Flight by Wire or Fly By Wire is Not Safety.
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Now, we a Back in the Same Point.
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What is more important? Flight Safety, Human Lives or FBW System, No Applying of RMAP and BACS?
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Now they are forced all Pilots Flying the Aircraft with out Flight Safety!
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It is a Russian Roulette; Do You Want to Die? Leave your Family?
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So, Come to my Fight for the Flight Safety! For the Lives!
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Please, show it to Everybody that you Know! Just it!
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You can see all this Article in the Address: http://robertomrmilan.blogspot.com/2010/03/brazilian-air-authorities-recognized.html
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Roberto Milán
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"BACS" (Bird Anti-Collision System)
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This is a very simple System and very efficient to protect the Aircrafts and their Passenger against birds strikes: Let’s go to see how this invent works:
Considering that when somebody or some animal come to intercept us and we want to alert it, in principle, we make some kind of noise and this interception is avoided; The principle of the BACS is exactly the same, but, it used radios frequencies or the same Microwave like is used in Meteorologic Aircraft Radar.
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Let`s go to consider a Ordinary Meteorologic Aircraft Radar project to detect meteorological layer or (rain or snow) precipitation during the flight. This equipment turn on the transmission equipment that send radio Frequency with High Power, this radio frequency sending no take more than a microsecond, But, in the case of the BACS, it is twice more powerful than the Ordinary Metrologic Aircraft Radar, with start Power of 200W and it use this frequency to remove of the Aircraft track the birds, however, different of the Radar, the BACS doesn't turn off the transmission equipment to turn on the receptor equipment to receive the returning frequencies from the target, just because in case of the BACS, it just have the transmission equipment. The radios waves travel in Light speed, about 300.000km/s, this conclusion, send us to observe that the BACS will alert the bird about the Aircraft with time enough to get out of Aircraft track and avoiding a bird strike, due to the BACS Antenna every time will be adjusted to transmit the radios frequencies in the Aircraft successive trajectory, so every time the Aircraft will be passing for a Clear bird Track.
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UHF frequencies from X000 until 1X000MHz will be used; The transmission equipment gives radio-frequencies or microwaves like inputs electromagnetic modulated in high power that is sending in direction of the target ( or in front of Aircraft successive trajectory); During the propagation to the air, the electromagnetic radio frequency goes on in form of cone until reaching the target that will be compelling to get out in front of the Aircraft successive trajectory, because the power will be more stronger in the center of the arc electromagnetic radio transmission than in the periphery of this Arc Electromagnetic radio transmission.
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It will be used radio-frequencies (MHz-million of Hertz until hundreds of million); so, we can see that the BACS just will send electromagnetic radio transmission in front of the Aircraft successive trajectory to remove the birds with the radios frequencies more appropriated for the birds that is flying in the season of the year that the Aircraft is flying over this specific local, but, it will have a electromagnetic radio or microwave frequency ordinary for all kind of Birds Around All World. All these frequencies will be published in the Aerodrome Approaching Cards, Departure Cards and Area Cards, etc…

The BACS will be:
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System 1 or “S-1” and System 2 or “S2”.
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The System 1 or “S-1” - The Crew will select the appropriated frequency in the BACS´s console in accord with frequencies published for this overfly area by the Aircraft in the season of the year that it is happening and the Birds that is flying at that time in this local overfly will be removed of the Aircraft route.
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The System 2 or “S-2” - This system will be connecting with the “S-1”; A navigation equipment type: GPS, OMEGA, INERCIAL, etc… that will get select automatically the appropriated frequency in the console in accord with the overfly are by the Aircraft and the season of the year that it is happened and the Birds that is flying in this local overfly will be removed of the Aircraft route. In this case will be necessary that the software of this equipment be updated, consequently the Birds that is flying at that time in this local overfly will be removed of the Aircraft route. But, it could be select the appropriated frequency like it is select in the “S-1”
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You can see all this Article in the Address:
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Air Crash in Central America with an American Aircraft Air Lines,just because the Pilots no using the STANDARD OPERATION PROCEDURE RMAP.
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Air Crash in Central America with an American Aircraft Air Lines,just because the Pilots no using the standard Operating Procedure RMAP, so far not been applied by the Aeronautical Authorities.

Again, a pilot who had never suffered an Air Accident now, has one, just because the Aviation Authorities have not implemented the Standard Operating Procedure RMAP.

Here in Brazil we, pilots are doing a Standard Operation to force the Authorities to apply the Standard Operating Procedure of RMAP and others demand...

Now we are happy, because no fatal victim are in this Air Accident with the American Air Lines Aircraft in Central America...


We “AVIATORS” in Brazil have a chorus, demand... by the Flight Safety:



(We “AVIATORS” are not airmen Guilty)


Please show this to all the people that you know!!!

Roberto Milán
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Some question about the FBW in my Community: Flight Safety by Roberto Milán
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http://www.orkut.com.br/Main#Community.aspx?cmm=58925721


All in side of (...) is my answers of the question!!!


( In case of:) “On the A320, there was a mechanical backup system”. (- I have some friends that fly this Aircraft and told me that is almost impossible in Flight Simulator land this aircraft with Safety on Runway and they usually told me that in case of REAL Conditions is Impossible to do it, Just a super Pilot with very much luck.)
(In this case of:) “Firstly, what happens if all flight computer systems fail? Can the pilots still provide input to the hydraulic systems? Are the electrical signals still transmitted simply without the computer monitoring?” (- I don`t fly this Aircraft, But, usually I get information that all Flight Control System is with Electrical Source, So if the Aircraft that has three parallel source, one as the principal and two as back cup; if all electrical source is missing, the aircraft will be out of control, but as I said, I never see the aircraft manual, this information I got by the my friends Pilots that flying this Aircraft.)
(I would like to say that the FBW has a Problem with Magnetic Inductance and the sub-systems of the Aircraft that use the FBW with Electrical Source get the same Problem.)
(In this case of:) “Secondly, if there is complete electrical failure (including all backups), however the engines are still running. Can they still be controlled? If so, I understand this would allow the pilot basic pitch control, but what would (s)he do about yaw/banking? Do the hydraulics work off of the engines or do they require electrics?” (- Is the same case as before answered!)
(In this case of:)”Thirdly, as above except with the engines offline. How would pitch/yaw/banking be controlled? (I understand that an answer for yaw/banking may be dependant on the answer to number two).” ( - I repeat the same thing that before and inform the FADEC that command the Aircraft Engine. )
(In this case of :)
(In this case of :) The questions above stem from my main issue with the fly by wire system, which I never see someone answer directly. I see everywhere that the hydraulics can work even during electrical failure. But is this with/without backup power (Batteries and RAT)? If there is a complete loss of electrics (again all backups lost), even if the hydraulics work, how can an electrical signal be sent from the flight controls in the cockpit to the hydraulic systems? (– I must to inform that the Magnetic Inductance cross all interior of the any Aircraft and can due to the high power of it source “THE THUNDERBOLT” and it event can cause a break of the wire or electrical conductor, just because the power of the electrical inductance is so big as the it source (THE THUNDERBOLT) is powered.)


(In this case of:)”And finally, if there is a complete failure, how would the pilot fly the aircraft without electrics and hydraulics? Does a 767, which is not fly by wire require hydraulics? Or can it be flown without them (anyone who has seen Freefall - Flight 174, a true story, will know what I am aiming for here). The pilot managed to glide the aircraft with, as far as I am aware, no hydraulics or power what so ever (until the RAT kicked in after a certain amount of time although he did manage it without anything for quite a while). Is this possible in an Airbus A330-40 without the above mentioned systems or dead stick I should say? Even without the RAT the 767 was gliding quite well, would an Airbus?

I do apologise for the long windedness of the questions but I have spent hours researching it and cannot find anything that even comes close to answering my questions.

Any help very much appreciated, thanks in advance.”

(-I just want to say that the System used from the Boeing 767 already show to everybody that it worked very well.)
All in side of () is my answers of the question!!!

Roberto Milán
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✈ Mxnxxc
why
why you delete every topic?
Roberto
I was flying and just come here today as I said...
I DIDN`T DELETE ANY TOPIC! PLEASE PUT IT AGAIN, SOME BODY DO IT WITH OUT MY AUTHORIZETION .
Roberto Milán

I was flying and just come here today as I said...that I will be back on Monday, and today I am here!!!
In this community just me can Delete anything, but if any one does it I will call the Justice to here against the Google...All right is free in Brazil, Free Speech!!!

Roberto Milán
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Flight Safety is more important than Any Aircraft
RMAP is Runway Missing Approaching Point, Just Because, The Aircraft doesn`t reaching Low Speed less than 80kts, so the Aircraft will do the Missing Approaching Procedure and no full stopped land, if the Aircraft when reach the RMAP Signer with low Speed, LESS than 80kts, it will do full stopped land and waiting the time ANOUGH to VMBE (Maximum Brake Energy Speed) and to start a new departure Procedure, Just it.
And you don`t Forget!!! Flight Safety is Air Security, if any Aircraft is not Safety, must to be Grounding, just it…

It is so easy… If the Aircraft doesn`t have limitation enough, It will not be Homologate RMAP. Flight Safety is more important than Any Aircraft; The Aircraft must to get good limitation of the Maximum Brake Energy Speed, just it!!!
Flight Safety is Air Security, if any Aircraft is not Safety, must to be Grounding, just it…
Roberto Milán
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About the Air France Air Crash I think that:
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About the Air France Air Crash I think that it has a Great possibility that the Aircraft loss the Air control due to a Magnetic Inductance caused for a great flash of lightning that passed close or touch in the Aircraft, but it is just a possibility, the law of the magnetic Inductance show for us that it is completely possible.
The Aircraft that is using the system FBW is not protect from the magnetic inductance caused for a great flash of lightning, it is a fact. Faraday cage protect the Aircraft just against the Electrical charge, but no against the Magnetic Inductance caused for a great flash of lightning that it will create a great Electrical Charge in the wires inside or the Aircraft and it will break the wire, and all this System FBW will stop and if the Aircraft has parallel System FBW, all can be stop and the Aircraft will lost all control including the FADEC System too…
It is what I think About this Air Crash, but is clear that never will be the official Cause…Never they will find the CVR and FDR, Never we will know where is this CVR and FDR, this is the law of the more stronger, the people that just wants money, just it…

For them, Flight Safety is joke…

Roberto Milán
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Do you Want to be the Next Guilt AVIATOR Or Dead AVIATOR?
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This is real, like the TAM Air Crash in Congonhas Airport, when 199 people died and the Brazilian Air Authorities said that the Pilots was the guilt for this air crash, like every time the Aviator will be, just because they will be dead.
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The RMAP must to be Applied or the Aviators will continue being the GUILTS of ALL Air Crashs like this:
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Look to the Pictures:
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http://www.orkut.com.br/Main#CommMsgs?cmm=2475019&tid=5412488872707891833&start=1
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Do you Want to be the Next Guilt AVIATOR? Or Dead AVIATOR?
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So, Please show it to EVERYBODY that you Know...
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Thank for your Attention...
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Roberto Milán
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“Wikileaks” and "Flight Safety by Roberto Milán" HAVE IN COMMON What?
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Both of them PUBLISH the TRUTHS with Documentation that PROVE!

Both of them are not intimidated by the Threats.

Both of them Do Not Depend of the Powerful, but, just from God

Both of them make what the mainstream media does not.

Both of them Do not Make Money With What "IS NOT" Published.

Both of them write to Its READERS what the believe in:
On Truth.
Human Rights.
Ethics.
Freedom of Expression and
Democracy.

Roberto Milán
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Thanks for visiting the blog that speaks the truth about the Flight Safety and also against all powerful seals that are disregarding all my humans rights.
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Thanks for visiting and show to everyone that you know, the place where there is truth!
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Roberto Milán