Nyani Ngabu
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- May 15, 2006
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Aturudishe kwenye hoja kwani yeye ni nani?
US Airways yaanguka New York
US Airways yaanguka New York
- Thread starter MaxShimba
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Aturudishe kwenye hoja kwani yeye ni nani?
Kuhani
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- Apr 2, 2008
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Hali ya Tanzania?
Lead post ya thread ilikuwa ni news piece kuhusu ajali. Wengine wakaongelea ajali kutoka katika angle ya hali ya Tanzania. Mimi nikaongelea ajali kutoka katika angle ya hizi "ahsante Mungu...ahsante Mungu" zilizotolewa na baadhi ya watu. Nikijaribu kuonyesha kwamba Mungu hahusiki hapa kama watu wanavyomsingizia. Kwamba inawezekena vyanzo vya ajali hizi hazihusiani na cosmic reasons za Mungu and supernatural powers and all that good stuff.
Sasa tungeongelea nini, tuzidi kumremba remba pilot na kuangalia picha za ndege mtoni wakati ajali yenyewe hakuna anaejua chanzo chake sasa hivi, soma New York Times la leo, wanakwambia hili li ndege lina historia ya hitilafu za kuruka na kutua, hivyo inawezekana speculation za bata bukini kuzima engine mbili na the pilot story is hogwash!!!
Na kuingiza shukurani kwa Mungu aliyeruhusu ndege idondoke ili aje awanusuru mtoni kwenye frigid waters nako inawezekana ni bunk. Mungu hachezi mdako bana!
Nyani Ngabu
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Vipi dokta Masau, aliwaokoa hao abiria?
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Nyani Ngabu
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NN, can you stick on the main topic buddy?
Hamna noma uncle....
Please don't drag me into the religion debate. I dont dwell there. In the posting that you have quoted the main objective was to talk about training and professionalism. It is customary to be thankful to God or Mizimu or malaika or whatever you believe in. Would you rather I jumped and talked about trainining and professionalism?/B]
Ukitaka usikie jinsi Tz ilivyojipanga mwulize msemaji yeyote wa serikali utacheka: kutakuwa na kujikanyaga kanyaga kusiko kifani. Mara hili tumeshaliona na tunalifanyia kazi; mara kuna boats 3 zimenunuliwa zinazunguka ukanda wa pwani (Bahari ya Hindi) na hata kama utauliza swali hilohilo miaka 10 ijayo si ajabu ukapata jibu linalofanana.
Kuna mtu fulani nilikuwa naongea naye leo kuhusu uhaba wa petroli (anafanya kazi kwenye kampuni moja kubwa ya mafuta) na akasema: "Kwa jambo kama hili serikali ilipaswa kujua hata kabla ya vyombo vya habari kuripoti kuhusu uhaba wa mafuta. Lakini kwa vile baadhi ya wakubwa serikalini ni haohao wafanyabiashara ya mafuta utakuta mambo hayashughulikiwi ipasavyo kwa sababu za maslahi ya kibiashara. Kwa hali hii hatusongi mbele kamwe."
Hata kukitokea janga fulani, utalisikia kwa kwenye vyombo vya habari na serikali itajifanya kukanusha kuwa siyo ripoti rasmi. Kisha kiujanjaujanja itakubali ni janga la kitaifa na itasema ilijua hata kabla vyombo vya habari havijatangaza ila ilikuwa ikitafuta njia mbadala na ndiyo maana ilionekana inatumia muda mrefu na wananchi kudhani haijafanya kitu chochote. Hii ndiyo serikali yetu!
Kama tungekuwa na viongozi wanaojali wapiga kura wao na wanaguswa na hali yao kimaisha tungepiga hatua kubwa sana. Lakini ubinafsi umetuingilia na kila kiongozi anavuna ajaze kapu lake na hata kama litajaa atajaza na lingine na lingine tena na mwananchi atabaki "akilia na kusga meno."
Kuhani
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Right, and I posited that these customs, this idea, that there are "Mizimu" who would allow the passengers of an airliner to fall off the sky only to save them in tundra cold waters is the stuff of the middle ages. You know, when they used to believe a custom which posited that if you traveled long enough, far, far enough, you will eventually fall off the surface of the earth! Now, if we held on to those "customs" we wouldn't have pushed the envelop of know-how that allow us to fly inside a big chamber in the big blue sky today!
Beliefs, and customs and, gods and mizimus do not belong in the technical discourse of how and why an airliner faltered mid air. Mizimu!
As I said I do not want to be graged into this, it was not even the main objective of my posting. Although I am aware of your line of thinking about the seeming unfairness of the Gods, it was not my intention to have a debate on that in a thread about an accident. If I want to discuss that I will join the guys in the religion and philophy group.
Mbu
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...hata kwenye flight simulator, training ya two engine failures at the same time ni suala lisilofikirika sana, labda atokee mchizi fulani aamue tu kuwasanifu.
...Cpt wa US flight 1549 ndiye anayestahili pongezi zote, kwani alifanya maamuzi yote sahihi kwa wakati sahihi, kuanzia wakati ndege ina- lose altitude mpaka alipo glide na 'nearly-soft' landing kwenye mto.
...Catastrophic engine failure haina ujanja, mfano; mwaka 1996 Cpt wa Ethiopian Airlines naye alipojaribu ku ditch kule Comoro, matokeo yake yalikuwa mabaya sana.
...Cpt wa US flight 1549 ndiye anayestahili pongezi zote, kwani alifanya maamuzi yote sahihi kwa wakati sahihi, kuanzia wakati ndege ina- lose altitude mpaka alipo glide na 'nearly-soft' landing kwenye mto.
...Catastrophic engine failure haina ujanja, mfano; mwaka 1996 Cpt wa Ethiopian Airlines naye alipojaribu ku ditch kule Comoro, matokeo yake yalikuwa mabaya sana.
MaxShimba
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- Apr 11, 2008
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5 white-knuckled minutes aboard Flight 1549
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Digg Facebook Newsvine del.icio.us Reddit StumbleUpon Technorati Yahoo! Bookmarks Print By DAVID B. CARUSO, Associated Press Writer David B. Caruso, Associated Press Writer 2 hrs 22 mins ago AP A crane moves US Airways flight 1549 from its makeshift mooring along a seawall in lower Manhattan in
Slideshow: US Airways plane crashes into Hudson River Play Video Video: Raw Video: Plane hoisted out of NYC river AP Play Video Video: New Flight 1549 Video, 9-1-1 Calls Emerge CBS 2 New York NEW YORK The birds flew majestically, in perfect formation, and the co-pilot saw them coming.
For a moment, it looked like they would pass beneath US Airways Flight 1549, but when Capt. Chesley B. Sullenberger looked up, they were there in his windscreen. Big. Dark brown. Lots of them.
His first instinct was to duck.
Then there were thumps, a burning smell, and silence as both jet engines cut out.
For a moment, the Airbus A320 hung in the sky 3,000 feet above the Bronx, its engines knocked so completely dead that one flight attendant said it sounded like being in a library.
Investigators provided this dramatic new description Saturday of what unfolded on the flight in the five brief minutes between its takeoff from LaGuardia Airport on Thursday and its textbook splashdown in the Hudson River.
The plane had been in the air for only 90 seconds when disaster struck. Air traffic controllers hadn't picked up the birds on their radar screens and were still giving climbing instructions when the pilot radioed that something had gone very wrong.
"Aaah, this is Cactus 1549," he said. "We lost thrust in both engines. We are turning back toward LaGuardia."
On the cockpit voice recorder, "the sound of thumps and a rapid decrease in engine sounds" could be heard, said National Transportation Safety Board member Kitty Higgins. The black box confirmed that both engines lost power simultaneously, she said.
The pilot announced a new destination within moments. LaGuardia was out. So was Teterboro Airport in New Jersey.
Sullenberger reasoned that his jet was "too low, too slow" and near too many tall buildings to reach any airport. And heading for Teterboro would mean risking a "catastrophic" crash in a populated neighborhood.
"We can't do it," he told air traffic control. "We're gonna be in the Hudson."
Higgins recounted those radio transmissions and gave a detailed summary of Sullenberger's testimony to the investigation team on Saturday and Sunday. She also recounted the NTSB's interview with the plane's first officer, Jeff Skiles, and three flight attendants.
Their account illustrated how quickly things deteriorated during the flight, and laid out the split-second command decisions that ultimately ensured that everyone aboard the plane survived.
The flight was supposed to have been the last leg of a four-trip day. The crew had begun the day in Pittsburgh, flown to Charlotte, N.C., then to LaGuardia, and were to head back to Charlotte in the afternoon. They got departure clearance at 3:25 p.m., and a minute later the jet was 700 feet in the air, heading north.
The birds came out of nowhere, Higgins said. They hadn't been on the radar screen of the air traffic controller who approved the departure, although other radar facilities later confirmed that their path intersected the jet as it climbed past 2,900 feet.
Back in the cabin, the passengers instantly knew something was wrong. They heard a thump, then eerie silence. A haze hung in the air. The flight attendants smelled something metallic burning.
"I think we hit a bird," said a passenger in first class.
In the cockpit, Sullenberger took over flying from Skiles, who had handled the takeoff, but had less experience in the Airbus.
"Your aircraft," the co-pilot said.
While the pilot quickly leveled the plane off to keep it from stalling and thought about where to land, Skiles kept trying to restart the engines. He also began working through a three-page list of procedures for an emergency landing. Normally, those procedures begin at 35,000 feet. This time, he started at 3,000.
Sullenberger made a sweeping left turn and took the gliding jet over the George Washington Bridge, and scanned the river, his best bet.
Pilots are trained to set down near a ship if they ditch, so they can be rescued before they drown or freeze to death in frigid seas. Sullenberger picked the perfect spot. The channel was 50 feet deep and clear of obstructions, but only minutes by boat from Manhattan's commuter ferry terminals.
It happened so fast, the pilots never had time to throw the aircraft's "ditch switch," which seals off vents and holes in the fuselage to make it more seaworthy.
Sullenberger issued a command over the intercom, "Brace for impact." Only 3 1/2 minutes had elapsed since the bird strike.
"Brace! Brace! Head down!" the flight attendants shouted to the passengers.
Security cameras on a Manhattan pier captured the spectacular landing. The jet came in easy, like it was coming down on land, and threw up spray as it slid on its belly.
Two flight attendants likened it to a hard landing nothing more. There was one impact, no bounce, then a gradual deceleration.
"Neither one of them realized that they were in the water," Higgins said.
That changed quickly. The crew got two doors open. One water slide deployed automatically. The other had to be activated by hand. Passengers grabbed life preservers and seat cushions.
At the rear of the plane, a third flight attendant stopped a passenger from opening a rear door and letting in a gush of water, then made her way forward.
As the passengers made their way out onto the wings, she started to feel woozy. Only then did she notice that her leg had a severe cut the most serious wound to anyone on board.
Sullenberger walked the cabin twice before abandoning ship.
He hadn't spoken to reporters yet on Saturday, but Higgins said, "He could not be more happy that he got everyone off the airplane safely."
The plane, too, was finally pulled from the river late Saturday night.
The bottom of the fuselage appeared to have been shredded and torn. Big chunks of loose paneling peeled away as it was lifted onto a barge a sign, perhaps, of how close the jet came to breaking apart during a landing hard enough to rip metal, but slow and low enough to save 155 lives.
"Miracles happen because a lot of everyday things happen for years and years and years," Higgins said. "These people did their jobs, and they were trained to do their jobs."
___
Associated Press writers Adam Goldman, Larry Neumeister and Colleen Long contributed to this report