Please post your comments and thoughts regarding Air France Flight 447 Conspiracy Theories.
Air France Flight 447 Conspiracy Theory
This story only seems to get stranger each day. From Day 1 of this horrific tragedy, I saw Flight 447 conspiracy theories being posted on websites all over the world. Here is a list of a few Flight AF 447 conspiracy theories I have seen (plus a few crazy one that I just made up to add to the craziness of the others):
UFO/Extraterrestrial spacecraft crashes into Flight AF 447
Aliens kidnap Air France Flight 447 passengers
Missile hits Flight 447 at cruising altitude
Bomb explodes on Flight AF 447 at 35,000 feet
Asteroids hit Flight 447 (but not just any asteroids – asteroids from the coming 2012 apocalypse predicted by the Mayans)
Flight 447 hijacked, re-routed, and landed in secrecy
AF 447 collides with government spy satellite
Flight 447 shot down with secret super laser weapon
Flight AF 447 disappears in marketing stunt ahead of television premiere the french version of LOST
Flight 447 crashed because Desmond didn’t enter the numbers (yet another LOST reference)
Humans from the future came back in time and have taken all the Flight 447 passengers back to the future for some unknown purpose
Air France Flight 447 flew into a opening in space-time and flew into another dimension
May 31, 2009 is 05-31-2009 which is 3+1+5=9 and 2+9=11. Thus, you get 9/11.
Flight AF 447 brought down to take out heir to Brazilian throne; a royal family connection
AF 447 brought down to increase military spending with European contractors
- Who caused it?
The accident was caused by the co-pilot induced stalled glide condition and remained in that condition until impact. To recover from stall is to set engine to idle to reduce nose up side effect and try full nose down input. If no success roll the aircraft to above 60° bank angle and rudder input to lower the nose in a steep engaged turn. Pilots lack of familiarity and training along with system malfunction contributed to this terrible accident. Also the following contributed to the accident
(1)the absence of proper immediate actions to correct the stalled glide
(2) Insufficient and inappropriate situation awareness disabling the co-pilots and the captain to become aware of what was happening regarding the performance and behaviour of the aircraft
(3)lack of effective communication between the co-pilots and the captain which limited the decision making processes, the ability to choose appropriate alternatives and establish priorities in the actions to counter the stalled glide
During most of its long descent into the Atlantic Ocean, Airbus A330-203 was in a stalled glide. Far from a deep stall, this seems to have been a conventional stall in which the Airbus A330-203 displayed exemplary behavior. The aircraft responded to roll inputs, maintained the commanded pitch attitude, and neither departed nor spun. The only thing the Airbus A330-203 failed to do well was to make clear to its cockpit crew what was going on.Its pitch attitude was about 15 degrees nose up and its flight path was around 25 degrees downward, giving an angle of attack of 35 degrees or more. Its vertical speed was about 100 knots, and its true airspeed was about 250 knots. It remained in this unusual attitude not because it could not recover, but because the co-pilots did not comprehend in darkness, the actual attitude of the aircraft. The co-pilots held the nose up. If the co-pilots had pushed the stick forward, held it there, and manually retrimmed the stabilizer, the airplane would have recovered from the stall and flown normally.
Air France complained that the copilots did not have enough time to analyze the situation. Gravitational stalled glide does not allow timeouts, to thoroughly discuss the situation to find out what went wrong. The co-pilots – 37 year old David Robert and 32 year old Pierre-Cédric Bonin missed the cardinal rule that first they must fly the airplane, and after start analyzing the situation, since a falling airplane is not going to wait for them. If they did not understand the instruments, then instead of pondering on it they should have come to the quick conclusion that they did not understand those instruments, and apply the unreliable airspeed procedure clearly prescribed for that situation, which is a blind, given thrust and pitch setting for the given configuration, and let the airplane fly itself, and only after get to analyzing what went wrong, and by the time they finished, the root-cause (pitot icing) would have probably cured itself. It was the safe solution to the problem, but not applied.
The Airbus A330 performed exactly as it was designed and described when the stall warning cut out at the end of valid values, except the co-pilots did not know it. Unfortunately, it happens too often with catastrophic results that pilots are not familiar with the systems of their own airplane, such as in the case of American Airlines 587 over Queens, which was clearly the airline’s fault.
Air France also argued that the stall warning system in the A330 is too “confusing”. Every modern airplane is quite a confusing piece of machinery. It is full of buttons, levers, all kinds of red, yellow, green lights with buzzers, and a host of other indicators and controls inside, which can look very confusing indeed, but it is the pilot’s duty to reign on them, or not to be pilot.
Airbus A330-203 is a new generation, highly automated piece of equipment with drastically simplified controls, displays, and instrumentation compared to older models. Still, pilots with the same human capabilities as the ones on Air France flight 447 could very well stay in full control in those planes, and many times acted heroically saving situations much graver than where the plight of Air France flight 447 started, such as United Airlines flight UA232 at Sioux City, or Air Canada flight AC143, the Gimli Glider. If those pilots could perform well in those older, much more complicated aircraft in tougher situations, then there is no excuse for the co-pilots of AF flight 447 to be confused in a generally much simpler and easier-to-fly aircraft.
The Airbus A320 is a digital fly-by-wire aircraft as the flight control surfaces are moved by electrical and hydraulic actuators controlled by a digital computer. The computer interprets pilot commands via input from a side-stick, making adjustments on its own to keep the plane stable and on course, which is particularly useful after engine failure by allowing the pilots to concentrate on engine restart and landing planning. Some say the Airbus A330 is a “video-game” airplane due to its side-stick control, which does not match up in real hard situations. But who can say that after the successful ditching of US Airways flight 1549 on the Hudson River? It was an Airbus A320 with the same side-stick control, and it matched up with the hardest situation very well with an experienced 57 year old Captain Chesley Sullenberger at the command. The Airbus A330 is not a video-game airplane, it is the airlines that make it a video-game by cutting corners, taking advantage of its superior automated capabilities thinking that it flies by itself, and no training and no knowledge of even the basics of the principles of flying is required in them for their pilots, as was demonstrated by the co-pilots of flight 447, who seemed to be incapable to react even on a basic level to the phenomenon of the aerodynamic stall. The co-pilots had not applied the unreliable airspeed procedure. The co-pilots apparently did not notice that the plane had reached its maximum permissible altitude. The co-pilots did not read out the available data like vertical velocity, altitude, etc. The stall warning sounded continuously for 54 seconds. The absence of any training, at high altitude, in manual airplane handling and in the procedure for ”Vol avec IAS douteuse” (Flight with questionable Indicated Airspeed) caused this terrible accident. Evidently, it might not be what Airbus had on its mind designing the aircraft. They might have meant the best of the both, an airplane with superior controls, matched with seasoned pilots with superior education in the principles of flying and the handling of hard situations, best of the best, as airlines are prone to boast of their flying personnel, to represent quality improvement in flying safety by this pairing. Now, if this piece of equipment falls in the hands of the airlines who use it as a video game to save training costs, telling only their pilots that “if the red light on the right side blinks, just pull the stick back as hard as you can, and let the system do the rest”, they can get away with it as long as everything is normal, the airplane is good enough for that, but in unforeseeable situations, such as the flight 447 en-route to Paris on that night, without any independent knowledge of flying in general, the video-gaming with the aircraft may ultimately come to a fatal end.
However, beyond the reasoning and explanations there is still some eeriness about the crash, taking in consideration that Air France flight 447’s pilots just sat there in daze squeezing the control stick, barely being able to do more than commenting on how the airplane was falling out of the sky until crashing into the Atlantic Ocean, the arrival of the 58-year-old flight captain Marc Dubois in the cockpit not making much a difference either. The question might arise whether weren’t the pilots in a mentally incapacitating state of shock and disbelief? Whether do or can Air France test pilots of how well they can keep their mental stability under the duress of a catastrophic situation? None of it seems to be the fault of the Airbus A330, which needs only good, trained pilots to give superior performance for the good of the flying public. Very similarly 3 decades ago Captain Madan Kukar’s mistaken perception of the Air India Flight 855 situation resulted in causing the Boeing 747-237 to rapidly lose altitude and the airplane hit the Arabian Sea at 35 degree nose-down angle.
Practicing recovery from “Loss of Control” situations and improve flight crew training for high altitude stalls (simulator training usually has low altitude stalls which are significantly different due to energy status of the aircraft) should become the mandatory part of recurrent training.
- what i wrote the FBI before this flight happened
8 months bfore this flight i wrote the FBI with the number 444 as a possible flight related number
i was throwing up and had been stalked for a year before this by one family member and other stuff they refused to deal with in any way
then i came up with that number and
before flight 1549 i strangely wrote in email to the FBI
that i came up with 1546
and commented on being 3 digits off on the last number
this all in the year prior to the flight
i had written the FBI since 2005
they have since done nothing to resolve any issues i have had going on or care about my health issues or other serious stuff that could’ve helped me be better at all my predictions, all of which , saved and sent in emails to the FBI
i will not mention here
i need help right now and want the public to somehow know about all of this cause of the abuse they let happen to me and other stuff that they allowed to take place before and after this flight
they knew i was a psychic that did “plane crashes and other stuff” when i came up with 444 as a possible flight in fall of 2008
i had written them for a few yrs at that time
please email me if you know of an attorney or person who can care to listen to my story and what has gone on since this flight and other stuff
- i wrote a fake email in that above post so here's my real one connected to this post
thx for listening
i am real and my emails to the FBI were saved and sent and this has gone on for 6 yrs
so it isn’t something new
and maybe the public can hear the story of what has gone on with myself and the FBI and my family and decide what should be done “with me” now that i am too burned out beyond words and since they refuse still even after other stuff since this flight to care enough to help out with any simple phone calls or help in any way to me
conspiracy, no, me being psychic yes and i wrote something about an earthquake in feb of this year and other stuff that has been accurate about plane crashes and other stuff for many many yrs
this is not a joke and i have about 100 emails in the last year alone pleading with the FBI to help me with simple things or anything at all
to continue doing psychic work in a more humane manner on a more normal income and they have done nothing at all except about 100 emails per day go out of my account on yahoo as spam weird stuff cause someone hacked my acccounts and other places and started writing and doing weird stuff on all my email accounts