A Plane in Space for 500 Days… How and Why ?… No Answer !!!

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The X-37B is a kind of robotic space plane, built by the US. It’s been in Earth’s orbit for more than 500 days. And its real purpose is a complete mystery. Intrigued?

Here’s what we do know about X-37B

Constructed in California, the Boeing-built X-37B Orbital Space Vehicle was built for the US Air Force as a test vehicle; not intended to reach production. It is a quarter the size of the Endeavour Space Shuttle. It is equipped with heat-shield protection for re-entry to Earth’s atmosphere.

Currently the X-37B is orbiting at 28,044km/h, at a distance of around 350km in the sky. It can land, but no one will say when that will be.

It’s been in the sky before, after being launched on April 22, 2010, on a rocket. It then landed on December 3, 2010 – blowing a tire and suffering minor damage to its underbelly.

It took off again from Cape Canaveral on December 11, 2012 – now reaching 500 days in orbit.

The Air Force also launched a second model of X-37B on March 5, 2011. Described by the U.S. military as an “effort to test new space technologies”, it landed safely at Vandenberg Air Force Base on June 16, 2012, after 469 days in space. This third mission has now smashed this previous record.

X-37B’s actual functions are still heavily classified.

As you’d imagine, conspiracy theorists are having a field day, and here’s why:

Powered by a solar panel that unfurls once in orbit, X-37B can open with small, shuttle-like payload bay in its middle – think of a clamshell opening from underneath. There’s room for more than just a solar panel too. Exactly what items it carries, and why they need to be in space so long, has proved elusive for analysts, the space community, and the media.

To add further intrigue, the plane is classified as a secret project, yet maker Boeing has released pictures and more than two pages of details on the X-37B. That’s not how secrets are usually dealt with. By contrast, the secretLockheed SR-71 Blackbird was not declassified until decades after it had been flown in the Vietnam War.

The X-37 started life way back in 1999 when NASA asked Boeing’s Phantom Works division to develop an orbital test vehicle. This was a civilian project, and the X-37 was originally spec’d as an unmanned, robotic spacecraft that would rendezvous with satellites to refuel, repair them, or crash them back to Earth once their lifecycle was complete. But, in 2004, the project was transferred to DARPA and since then, it has been highly classified.

The amateur skywatching community that documents satellites say it’s orbiting between 43.5 degrees north latitude to 43.5 degrees south latitude. That’s a band around the middle of Earth that takes in much of the US, Middle East, and Asia, but is away from Russia, and Europe. Spotters suggest that at the altitude of 350km, it is ideal altitude for spying, but too low to refuel or fix other satellites.

It’s versatile, and has worked well enough that Boeing is contracted to create the next model, the X-37C. It will be at least 65% larger and have the ability to carry up to six astronauts, while operating unmanned.

The X-37B Orbital Test Vehicle

What we can guess

The two most popular theories suggest the vehicle is simply running an extended duration test – a marathon in space. The other theory is that the two previous missions prove the testing phase is complete, and it is now on an extended operation running a mission, or multiple missions.

The long endurance run theory has credit; proving that new, experimental critical components can work reliably for a long-duration in space, close to Earth.

The running-mission has credit too – with two previous missions complete, X-37B can now operate at length. And perhaps it is – observing, spying, experimenting, hosting space-weapons, or collecting data for the NSA. We just don’t know.

Both theories are plausible.

What it isn’t

Plenty of conspiracy theorist have posed the question of X-37B carrying a nuclear payload, to guarantee a ‘first strike’ opportunity (or to have a counter-option in place).

If you have any hope for humanity, that can’t be right. The US is a signatory to The Space Treaty, which is no joke. Space-based weapons of mass destruction are banned.

(One curious example of a space-based weapon that isn’t banned is a Kinetic strike, where objects whizzing around the Earth at great speed are intentionally sent to the ground, causing a meteorite-like impact and widespread damage. This type of attack is also known as ‘Rods from God’.)

An artist's conception of the X-37 Advanced Technology Demonstrator as it glides to a landing on earth.

source::::  Tristan Rayner in Exhale  …. http://www.techly.com.au

Natarajan

Best Graduation Speech of the Year…Inspiring One !!!

Source:::: Bill Murphy Jr in http://www.inc.com

Natarajan


Sure, you could have a politician, an entertainer, or some other big name give the graduation speech at your college. But can you beat the advice you’d get from the Navy SEAL who commanded the raid that got bin Laden?

There have been some interesting graduation speaker choices this year: President Obama at the University of California, Irvine; actor Ed Helms at Cornell University, former New York Times editor Jill Abramson at Wake Forest University.

However, I’ve had several people from very different backgrounds recommend one speaker’s remarks in particular, especially when it comes to learning leadershipAdmiral William McRaven, a Navy SEAL who commanded the operation to get Osama bin Laden.

McRaven was the speaker at the University of Texas at Austin, and he focused on the 10 most important lessons that stuck with him as a result of getting through the notoriously difficult SEAL training program. Here are the key takeaways from his remarks.

1. Start the day by making your bed.

Is it surprising that a four-star admiral known as the world’s deadliest man begins by telling you the same thing that your mom probably got after you to do as a little kid?

Start every day making your bed, McRaven advised, which was the first task of the day at SEAL training. If you do so, it will mean that the first thing you do in the morning is to accomplish something, which sets the tone for the day, encourages you to accomplish more, and reinforces that little things in life matter.

“And, if by chance you have a miserable day, you will come home to a bed that is made–that you made,” McRaven said, “and a made bed gives you encouragement that tomorrow will be better.”

2. Find the right people to help you.

Each day at SEAL training, the volunteers had to paddle several miles down the San Diego coast in heavy surf, using small rubber boats. Everyone had to paddle together, he said–on a synchronized count and with similar strength–otherwise the boats would “turn against the wave and be unceremoniously tossed back on the beach.”

That metaphor carries over into life, McRaven said.

“For the boat to make it to its destination, everyone must paddle. You can’t change the world alone–you will need some help– and to truly get from your starting point to your destination takes friends, colleagues, the good will of strangers and a strong coxswain to guide them.”

3. Attitude and heart can outweigh other advantages.

One of the toughest groups of guys at SEAL training was a boat crew of six men, none of whom was more than five feet five inches tall, McRaven said. The bigger students referred to them as “the munchkin crew.”

Simply enduring the training was proof of toughness–the munchkin crew was among just 35 men in the original class of 150 who stuck around–but McRaven said these smaller guys “out paddled, out-ran, and out swam all the other boat crews.”

The lesson? “SEAL training was a great equalizer. Nothing mattered but your will to succeed. Not your color, not your ethnic background, not your education and not your social status. … If you want to change the world, measure a person by the size of their heart, not the size of their flippers.

4. Keep moving forward.

Some of the most uncomfortable moments during SEAL training came when the students were punished for small infractions–having a smudge on a belt buckle during uniform inspections, for example.

“For failing the uniform inspection, the student had to run, fully clothed into the surf zone and then, wet from head to toe, roll around on the beach until every part of your body was covered with sand,” McRaven recalled. “The effect was known as a ‘sugar cookie.’ You stayed in that uniform the rest of the day–cold, wet and sandy.”

Many students couldn’t endure the pain, but the key to succeeding was to accept that sometimes, life just sucks. But you have to move forward.

5. Don’t be afraid of the circuses.

The “circuses” during SEAL training referred to remedial physical training–an extra two hours of calisthenics for failing to meet a standard during the day. Circuses were “designed to wear you down, to break your spirit, to force you to quit.”

Nobody wanted to fail at anything; nobody wanted to have to go to the circus at the end of the day, when they were already exhausted from training. As painful as it was, however, McRaven said the extra two hours of working out started to pay off. The students who were “constantly on the list … got stronger and stronger.”

Pain builds strength and resiliency, McRaven said, both in training and the real world. Don’t be afraid of it.

6. Be resourceful and innovative.

It probably won’t surprise you to learn that SEAL training included an obstacle course. One of the obstacles was called the “slide for life,” and consisted of a 200-foot rope stretched between a 30-foot high tower and a 10-foot high tower.

The record for completing the obstacle course had stood for years by the time McRaven went through. He recalled that another student in his class shattered the record, in part by racing down the slide for life head-first, instead of the slower, safer method that everyone else used.

Taking risks and being innovative often pays off.

7. Don’t back down from the sharks.

I have to admit that the idea of volunteering for something like SEAL training never would have appealed to me, and by this point in McRaven’s description of the course, I’m confident that I made the right life choice. The next training exercise he described in his speech is the “night swim,” in which students have to swim through shark-infested waters.

“They assure you … that no student has ever been eaten by a shark–at least not recently,” McRaven said. “But, you are also taught that if a shark begins to circle your position–stand your ground. Do not swim away. Do not act afraid. And if the shark, hungry for a midnight snack, darts towards you … punch him in the snout and he will turn and swim away.”

If you can face a shark alone in the Pacific Ocean, you can probably face most of life’s other sharks. Don’t be afraid of them.

8. Be your very best in your darkest moments.

Among the many missions Navy SEALs tackle is to conduct underwater attacks against enemy shipping. This involves a pair of SEAL divers swimming two miles underwater, “using nothing but a depth gauge and a compass to get to their target.”

Most of the way during the swim, at least some light can reach the depths at which the SEALs are swimming. Close to the target, however, the shadow of the ship itself blocks all the light, and the SEALs find themselves working in pitch dark, McRaven said.

“Every SEAL knows that under the keel, at the darkest moment of the mission–is the time when you must be calm, composed–when all your tactical skills, your physical power and all your inner strength must be brought to bear.”

9. Sing when you’re up to your neck in mud.

“Hell Week” is the ninth week of SEAL training. It involves six days of almost no sleep and constant physical challenges. Part of this takes place at a swampy area between San Diego and Tijuana known as the Mud Flats.

At one point in McRaven’s Hell Week, the instructors ordered the class into the freezing mud for hours, which “consumed each man till there was nothing visible but our heads. The instructors told us we could leave the mud if … five men would quit.”

Instead, one man in the group started singing. Another joined in, and then another. The instructors threatened them, but they kept singing–which made the whole exercise just bearable enough to finish.

10. Never quit. (Never “ring the bell.”)

In SEAL training, students can quit anytime–and many ultimately do. There is a brass bell at the center of the training compound, and if you decide you want out of the course, all you have to do is go up to it and ring it.

“Ring the bell, and you no longer have to wake up at 5 o’clock,” McRaven said. “Ring the bell and you no longer have to do the freezing cold swims. Ring the bell and you no longer have to do the runs, the obstacle course, the PT–and you no longer have to endure the hardships of training. Just ring the bell.”

The ultimate key to success, McRaven said, is never to ring the bell.

In Search of MH 370… Mapping of Underwater Terrain …

 

A new illustration of the seafloor, created by two of the world’s leading ocean floor mapping experts, details underwater terrain where the missing Malaysia Airlines flight might be located.

 

Image credit: AGU

 

Seafloor topography in the Malaysia Airlines flight MH370 search area. Dashed lines approximate the search zone for sonar pings emitted by the flight data recorder and cockpit voice recorder popularly called black boxes. The first sonar contact (black circle) was reportedly made by a Chinese vessel on the east flank of Batavia Plateau (B), where the shallowest point in the area (S) is at an estimated depth of 1637 meters. The next reported sonar contact (red circle) was made by an Australian vessel on the north flank of Zenith Plateau (Z). The inset in the top left shows the area’s location to the west of Australia. Image credit: Walter H.F. Smith and Karen M. Marks

 

Seafloor experts have created a new topography map that could shed additional light on what type of underwater vehicles might be used to find the missing airplane and where any debris from the crash might lie.

The seafloor topography map illustrates jagged plateaus, ridges and other underwater features of a large area underneath the Indian Ocean where search efforts have focused since contact with Malaysia Airlines flight MH370 was lost on March 8. The image was published today in Eos, the weekly newspaper of the Earth and space sciences, published by the American Geophysical Union.

The new illustration of a 2,000 kilometer by 1,400 kilometer (1,243 miles by 870 miles) area where the plane might be shows locations on the seafloor corresponding to where acoustic signals from the airplane’s black boxes were reportedly detected at the surface by two vessels in the area. It also shows the two plateaus near where these “pings” were heard.

It points out the deepest point in the area: 7,883 meters (about five miles) underneath the sea in the Wallaby-Zenith Fracture Zone – about as deep as 20 Empire State buildings stacked top to bottom. Undersea mountains and plateaus rise nearly 5,000 meters (about three miles) above the deep seafloor, according to the map.

The illustration, designated as Figure 1 of the Eos article, was created by Walter H.F. Smith and Karen M. Marks, both of the National Oceanic and Atmospheric Administration’s Laboratory for Satellite Altimetry in College Park, Maryland, and the former and current chairs, respectively, of the Technical Sub-Committee on Ocean Mapping of the General Bathymetric Chart of the Oceans, or GEBCO. GEBCO is an international organization that aims to provide the most authoritative publicly available maps of the depths and shapes of the terrain underneath the world’s oceans.

Satellite altimetry has made it possible to depict the topography of vast regions of the seafloor that would otherwise have remained unmapped, Smith said. To illustrate the topography of the search area, Smith and Marks used publicly available data from GEBCO and other bathymetric models and data banks, along with information culled from news reports.

Smith said the terrain and depths shown in the map could help searchers choose the appropriate underwater robotic vehicles they might use to look for the missing plane. Knowing the roughness and shape of the ocean floor could also help inform models predicting where floating debris from the airplane might turn up.

Smith cautions that the new illustration is not a roadmap to find the missing airplane. Nor does the map define the official search area for the aircraft, he added.

“It is not ‘x marks the spot’,” Smith said of their map. “We are painting with a very, very broad brush.”

Search efforts for the missing airplane have focused on an area of the southern Indian Ocean west of Australia where officials suspect that the plane crashed after it veered off course. After an initial air and underwater search failed to find any trace of the airplane, authorities announced this month that they will expand the search area and also map the seabed in the area.

Smith pointed out that the search for the missing plane is made more difficult because so little is understood about the seafloor in this part of the Indian Ocean. In the southeast Indian Ocean, only 5 percent of the ocean bottom has been measured by ships with echo soundings. Knowledge of the rest of the area comes from satellite altimetry, which provides relatively low-resolution mapping compared to ship-borne methods.

“It is a very complex part of the world that is very poorly known,” Smith said.

A lack of good data about Earth’s seafloors not only hinders search efforts, it also makes it harder for scientists to accurately model the world’s environment and climate, Smith noted. Today, our knowledge of our planet’s undersea topography is “vastly poorer than our knowledge of the topographies of Earth’s Moon, Mars and Venus,” Smith and Marks write in Eos. This is because these other planetary bodies have no oceans, making their surfaces relatively easy to sense from space.

Smith said he hoped that “the data collected during the search for MH370 will be contributed to public data banks and will be a start of greater efforts to map Earth’s ocean floor.”

Via AGU

source:::: Earth SKY News site

Natarajan

Message For the Day…” Be a Ship and Not a Sheep ‘…

One should realise the infinite powers latent in oneself. It is these powers which have enabled mankind to invent the most wonderful kinds of machinery. Humans are, therefore, more valuable than the most precious things in the world. It is human beings who imparts value to things by the changes they make in them, as in the case of diamonds or a work of art. In the spiritual field, humans are enjoined at the very outset to know oneself. One should not be a slave of the senses. Nor should one follow others like sheep. ‘Be a ship and not sheep.’ A ship serves to carry others and cross the Ocean. The one who pursues the spiritual path not only benefits himself but promotes the well-being of others. Consider the body as a vessel, wisdom as a rope ‘and use the vessel to draw the nectar of Divinity from the well of spirituality. Not otherwise can immortality be attained.

 

Sathya Sai Baba

Joke of the Day…

A champion jockey is about to enter an important race on a new horse. The horse’s trainer meets him before the race and says,

“All you have to remember with this horse is that every time you approach a jump, you have to shout, “ALLLLEEE OOOP!” really loudly in the horse’s ear. Providing you do that, you’ll be fine”.

The jockey thinks the trainer is mad but promises to shout the command. The race begins and they approach the first hurdle. The jockey ignores the trainer’s ridiculous advice and the horse crashes straight through the center of the jump.

They carry on and approach the second hurdle. The jockey, somewhat embarrassed, whispers “Aleeee ooop” in the horse’s ear. The same thing happens — the horse crashes straight through the center of the jump.

At the third hurdle, the jockey thinks, “It’s no good, I’ll have to do it” and yells, “ALLLEEE OOOP!” really loudly. Sure enough, the horse sails over the jump with no problems. This continues for the rest of the race, but due to the earlier problems the horse only finishes third.

The trainer is fuming and asks the jockey what went wrong. The jockey replies,

“Nothing is wrong with me — it’s this bloody horse. What is he — deaf or something?”

The trainer replies, “Deaf?? DEAF?? He’s not deaf — he’s BLIND!”

source:::: joke a day.com

 

natarajan

Message For the Day…” Virtues are the Backbones of Life …”

In the world today, knowledge falls into three categories. (1) In terms of daily life, there is factual knowledge based on perception. To treat facts as truth and fiction as untruth is practical knowledge. (2) In the second category are those who regard the phenomenal world as real and treat all that cannot be seen or heard as unreal or non-existent. They regard Nature as real and God as non-existent. (3) The third category consists of those who make no distinction between one thing and another and hold the view that the whole universe is a projection of the Divine and is permeated by the Divine. This is spiritual knowledge. Doubtless, knowledge of the phenomenal world is necessary. But one should go beyond it to know the Eternal and Unchanging Reality. Education is not the be-all and end-all of life; tt is only a part of it. Virtues are the backbone of life and spiritual path is the only means of cultivating it.

 

Sathya Sai Baba

A Man Hijacks a Plane…Collects His Ransom Money and Jumps out Of Plane …!!!

 

This Day In History: November 24, 1971

An unidentified man referred to as D.B. Cooper hijacked a Boeing 727 airplane between Portland, Oregon and Seattle, Washington.   Cooper bought a one-way ticket on a Northwest Orient Airlines, Flight 305 to Seattle, Washington leaving Portland, Oregon at 2:50 p.m.  He brought with him aboard the plane a black suit-case supposedly containing a bomb.

During the 30 minute flight, Cooper handed a ransom note to the nearby flight attendant telling her he had a bomb and was going to use it if necessary.   He demanded $200,000 in unmarked $20 dollar bills, along with two front parachutes and two back parachutes.  His demands were delivered to the pilot William Scott, who then delivered them to the air traffic control center at the Seattle-Tacoma Airport. Cooper’s flight landed at the SEA-TAC Airport at 5:45 p.m.   After his money and parachutes were delivered, the passengers were released along with two of the flight attendants.  The hijacker then delivered his flight plan to the cockpit crew.   The plane was to take a course heading southeast to Mexico City and was to maintain an altitude of 10,000 feet.  The crew was ordered by Cooper to remain in the cockpit for the duration of the flight.

At 7:40 p.m., the aircraft took off heading south.  At approximately 8:00 p.m., the instruments on the plane indicated that the door had been opened and the stairs lowered.  Outside at 10,000 feet the temperature was around 10 degrees below zero, the weather was stormy, and the wind speed would have been around 200 mph. Around 10:15 p.m., the aircraft landed in Reno with FBI Agents, state troopers, sheriff’s deputies, and the Reno police surrounded the aircraft.   After a quick search, it was confirmed that Cooper was no longer on the airplane and his approximant departure happened between 8:00 p.m. and 8:13 p.m. Even with a thorough search and an exhaustive FBI investigation, the hijacker has never been located nor positively identified.  Originally, they had tried to tail the plane, but chose military F-106 fighter jets to do it with, which could not fly as slow as the airline plane was required to fly by Cooper.

It is believed that he probably didn’t survive the jump.  First, the F.B.I. had trouble locating parachutes for Cooper in the time they had allotted.  Because of this, out of the four chutes they gave him, they accidentally gave him one non-functional practice parachute and one parachute that was quite old.  They had not intended to give him bad parachutes at the time, because they thought there was a chance he’d be taking some of the crew with him.  He didn’t, but did pick the old primary parachute and the secondary non-functional, practice chute.  Further, Cooper had no jacket or rain protective gear and jumped on a cold stormy, pitch-black night into hilly terrain filled with trees.  Finally, no spent money has ever been recovered with the serial numbers matching those given to Cooper.  There has been $5,800 recovered though, which was found near the Columbia River about 40 miles from the predicted landing site, still bundled.   However, this isn’t seen as conclusive evidence that he didn’t survive because it could have just as easily been blown out of the bag during the jump or accidentally left there, if Cooper took a boat downstream.  In addition to that, there were ten bills missing from the bundles, which would likely have had to be manually taken out of the tightly bound bundles.  Further, the parachutes were very brightly covered and should have been easy to spot had he not survived.  So the mystery continues on whether he survived and who exactly he was in the first place.  Even recent DNA samples from evidence left in the plane have failed to turn up any leads.

source::::Today i foundout.com

natarajan

Why Don’t Commercial Airplanes Have Parachutes for Passengers? ….

 

 

parachuteSeatbelts and airbags in cars save passengers lives. Parachutes save people who, for a variety of reasons, exit a plane in mid-flight. So why aren’t parachutes provided to passengers on commercial airline flights, in case of emergencies?

Because they almost certainly would not save anyone’s life.

Parachuting Basics

When your average daredevil skydives for fun, the plane is typically travelling at between 80 and 110 mph when the skydiver jumps.Tandem and accelerated free fall (AFF) jumps occur between 10,000 and 13,000 feet, while static jumps can be as low as 3,500 feet.

Student divers choosing the easiest, tandem jump, where the newbie is physically and securely attached to an experienced instructor, are still required to undergo “a half hour of basic ground instruction.”

Braver neophytes who wish to fly untethered will have to endure:

Four to five hours of intense ground instruction, including learning body flight maneuvers and hand signals that instructors use to coach the student as they fly alongside.

For an AFF jump, although not harnessed together, freshman flyers are accompanied by two instructors who “hold onto the student’s harness until” it’s deployed.

Those who choose a static line jump also have to take four + hours of training prior to the jump, although the parachute is deployed as the rookie flyer leaves the aircraft.

When skydivers leave a plane, they do it alone or in small groups. When successive groups will be jumping, they try to keep separated by anywhere between 500 and 1500 feet; this is often accomplished by waiting until the preceding group is “back under the tail to 45 degrees behind the airplane” or several seconds in between groups.

Experienced skydivers can make even riskier jumps, although when descents begin at higher than 15,000 feet, “the risk of hypoxia and being significantly affected by altitude” increases dramatically and divers are less able “to make effective safe decisions at critical times.” Therefore, divers who jump from 15,000 feet or higher carry supplemental oxygen.

Further, each parachute weighs around 40 pounds and the equipment is expensive. To be fully outfitted with “rig, main, reserve, ADD, altimeter, jumpsuit, helmet [and] goggles” can run between $5,900 and $9,000.

Commercial Airplane Basics

Perhaps the most popular commercial jetliner is the Boeing 737 family. Its 737-800 can carry nearly 200 people (including the crew).

Although speeds can vary slightly, the 737-800 travels at approximately 600 mph when at its cruising altitude of 35,000 feet. Cruising altitudes are assigned by air traffic controllers and are usually up to 39,000 feet, except for longer flights that may fly higher.

Individual Parachutes Won’t Improve Passenger Safety

Doing the math . . .

Passenger Training

Since four hours of training just to board a plane is unrealistic, passengers would have to read and execute detailed skydiving instructions including how to properly strap the chute on in order to benefit from the parachute. Not everyone is good at following detailed, technical instructions even when time and stress aren’t a factor.  In a situation where the plane is going down and one has only a moment to get the parachute properly strapped on (likely while keeping an oxygen mask firmly attached and perhaps also needing to keep the seat belt on to keep from being thrown about in the cabin), it’s unlikely most would be able to even get this far.

Every Man for Himself

Unless passengers wanted to fly suited up and tethered for a static jump, parachuting from a commercial airplane will be an AFF jump; however, unlike the conditions that students get – training and trained instructors to assist, commercial passengers will just have to learn as they go.

In addition, they will have to keep calm and proceed in an orderly fashion, which will require most to patiently wait their turn to exit. This is not likely to happen.

Parachuting Equipment is Bulky

Adding just parachutes (not counting helmets, altimeters, etc.) for each passenger would add another 8,000 pounds or so to the flight’s weight. In addition, that equipment would take up space, that is already at a premium.

Parachuting Only Makes Sense if Something Happens in Mid-Flight

The only feasible time for people to jump from the plane is while it’s cruising. However, most fatal airline accidents occur on airplanes during takeoff and landing.

Consider that between 2003 and 2012, only 9% of all fatal accidents on commercial flights, seven total, occurred while the plane was cruising; moreover, at least one of those accidents happened as a result of wind shear or thunderstorm. This is a situation where parachuting is extremely dangerous even if you’re an expert.

So even if parachuting were feasible from a jetliner, the conditions in which parachutes could theoretically save lives are almost never apparent in fatal commercial accidents. But even if they were, it still wouldn’t be a good idea.

Jetliners Cruise Very High and Very Fast

At 35,000 feet (three times higher than a typical jump) every passenger would need high altitude equipment (HALO) that includes an oxygen tank, mask and regulator, flight suit, ballistic helmet and altimeter just to manage the thin air. Or they could just pass out from hypoxia and wake up later, hopefully when the parachute automatically deployed at under 15,000-20,000 feet.

Of course, none of this would matter since the plane is moving so fast (600 mph), and it is so large, that many passengers would almost certainly smash into it and suffer debilitating if not fatal injuries.

Whole Plane Parachutes May Save Lives

There is hope, however. Over the past few years, many small planes have been equipped with whole-plane parachutes that slow the craft’s descent. As of late 2013, the largest planes equipped with these safety devices carry five people, but plans are in the works for putting them on larger crafts. As one manufacturer said, “There is no doubt that big commercial airlines of the future will be equipped with some kind of parachute recovery system.”

source:::: Today i foundout.com

natarajan

The Trick Played By Christopher Columbus…

 

This Day In History: February 29, 1504  

 

On this day in history, 1504, Christopher Columbus convinced a group of Native Jamaicans that his god was angry with them for ceasing to provide his group with supplies and that god would show his anger with a sign from the heavens.  The sign was a lunar eclipse that Columbus knew was imminent.

This event occurred on Columbus’ fourth and final voyage to the Americas, which began in Cadiz in 1502.  Columbus landed near the north coast of Jamaica on June 20, 1503 with only two of his original four caravel ships still afloat, but barely sea worthy due to a shipworm infestation.  At first, the natives welcomed Columbus and his crew, providing them with food and other supplies in exchange for various trinkets, generally welcoming the sailors into their community with open arms.

This arrangement didn’t last very long. Over the next several months, the natives became discontented with the guests of their island.  Columbus’ crew repaid the generosity of the natives by frequently stealing and cheating them, as well as raiding villages for supplies, among many other indiscretions committed by the crew (murder, rape, etc.).  As a result of this, by January of 1504, the indigenous peoples decided to stop supplying the stranded Europeans, regardless of what they might offer in trade.

Without a significant source of food or means to leave, Columbus’ expedition was in serious trouble.  Luckily for his crew, Columbus had certain astronomical tables with him including the ephemeris compiled by the German astronomer Johannes Müller von Königsberg, better known today by his Latin name, Regiomontanus.  In this almanac, Regiomontanus predicted there would be a total lunar eclipse on the evening of February 29, 1504.  He also gave an estimation of what time it would occur, though this start time was based on Nuremberg, Germany time, so Columbus had to do a bit of estimating.  Regiomontanus even included fairly accurate information as to how long the eclipse would last.

Armed with this knowledge, which Columbus was choosing to gamble would be extremely accurate, he called a meeting with the chiefs of the nearby tribes shortly before the eclipse was to take place.  In this meeting, he told them his god was angry with them for ceasing to give him supplies.  As a result, his god would take away the moon as a sign of his anger and subsequently punish them for their actions.

Luckily for Columbus, the predicted lunar eclipse took place more or less on schedule and according to Columbus’ son, Ferdinand, who was 13 and had made the voyage with his father:

The Indians observed this [the eclipse] and were so astonished and frightened that with great howling and lamentation they came running from every direction to the ships, laden with provisions, praying the Admiral to intercede by all means with God on their behalf; that he might not visit his wrath upon them…  and promising they would diligently supply all their needs in the future.

Columbus agreed to take their case before his god and went into his cabin to “pray”.  What he actually did in there was watch an hour glass.  Columbus knew the moon would stay completely in the Earth’s shadow for around 48 minutes, so he waited for the appropriate time for the moon to begin to emerge.  Shortly before this took place, he came back out and told the natives that he had asked his god to forgive them and god had acquiesced.  The moon began to reappear and Columbus no longer had trouble getting the provisions he needed. He and his crew were picked up a few months later when a ship from Hispaniola arrived in Jamaica on June 29, 1504.  They arrived back in Spain on November 7, 1504.

source:::: Today i foundout.com

natarajanChri