This is a normal satellite picture and you can't see any sudden temperature changes on those. You see the temperature of the closest cloud, water or ground surface which can be seen by the satellite. Warmest over subtropical waters or hot land in the afternoon, coldest on cloud tops. But these varying temperatures vary with altitude, so what you don't see is a horizontal change in temperature. And BTW, the stories in this forum about temperature changes of 20-30 degrees (what degrees?) horizontally and at short notice are not realistic. We are talking about a few degrees centigrade with a difference in cloud or out of cloud.
The temperature differences met vertically in SEV TURB may be much bigger than those horizontally, just by the up and down of the aircraft. In a cloud, the the horizontal temperature is quite uniform.
Last edited by weatherdude : 8th June 2009 at 17:24.
Reason: Add vertical temperatur difference comparison
In post 552, Flyinheavy posted a recent FAB Google Earth map of the debris area. Unfortunately this is not really a map, but a sketch of the area. The distances shown (79km, 318km, and 824km) cannot even be plotted since they don't meet at a single point. The reporting point TASIL is mislocated about 150 km NE of its actual location.
The 79 km and 318 km distances more or less plot at the location of a previously reported position where the first bodies evidently were recovered (3° 34.08'N, 30° 27.30'W - from the 6-6-09 FAB PowerPoint).
Yesterday FAB posted some photos of the search, among which is a shot of one of the maps used in the search. It is interesting to see a map used by the SAR teams - this shows that water droplets have smeared the ink, and evidently has signatures of the team members:
I have warped the northern portion so it is flat and referenced to latitude/longitude. On this I have plotted in white the aviation waypoints and the location of St. Peter and Paul Rocks. The actual location of TASIL matches that point on the SAR map fairly closely, but other points do not. In yellow I have plotted the 0214Z ACARS location (N3.5777 W30.3744) and the 6 June Recovery location where two bodies evidently were found (3° 34.08'N, 30° 27.30'W). Also plotted in yellow is the "AF447 ultima reporte" location taken from the 6 June FAB PowerPoint presentation.
Interestingly, the SAR map shows yet another location for the last position of AF447 - the red airplane symbol about 27 km WSW of the "AF447 ultima reporte" point. The remainder of the text on the SAR map is difficult to read, but most of the red marks are labeled "Debris." Possibly the red marks inside the northern shaded box are radar targets reported by the R-99 aircraft. The ACARS 0214Z and Recovery locations lie inside a reported Debris area.
No problem. I am no expert, but wanted to share the pictures as not seen them anywhere else and may give a clue of some sort. It does look like a very similar picture to the A.A crash in 2001 when the rudder was found.
Here is the other picture in case people have trouble with the links:-
Refusant à ce stade d'interpréter la cascade de messages d'alerte Acars transmis par l'appareil peu avant le crash, M. Arslanian a simplement précisé mercredi que le pilote du vol AF 447 a évoqué «de fortes turbulences» lors de son ultime contact avec les contrôleurs du ciel brésiliens.
Quote:
Refusing at this stage to interpret the stream of ACARS message alerts transmitted by the aircraft shortly before the crash, Mr. Arslanian (head of BEA) simply specified Wednesday that the pilot of flight AF 447 evoked “strong turbulence” at the time of his last contact with the Brazilian ATC.
Yes, subs usually hover around 100m below the surface. However, more importantly, subs have listening capabilities that can detect a whisper at 8000m, which is why one was sent to the crash site.
Been reading all your posts with interest but have one question.Now the tail section has been recovered, where exactly are the FDR & CVR's located in the tail section?
Only the vertical stabilizer has been recovered, according to the posted images, and was separated from the aft fuselage, where the recorders are mounted.
I'd guess the aft fuselage is on the bottom, with the recorders. Question is when the two became separated...
I am no expert, but wanted to share the pictures as not seen them anywhere else and may give a clue of some sort. It does look like a very similar picture to the A.A crash in 2001 when the rudder was found.
What will matter is where the vertical stabilizer was found. If it is close to other wreckage, I would think it is likely it was still attached for most of the descent. Can't read too much into this without more information.
Does anybody know if a large object travelling at high speed impacting water would be detectable to the seismologists who monitor earth tremors and 'quakes?
How fast would the pitot have to freeze for all three failures to be reported in just one message? If they had failed at say 5 min intervals there would be three seperate messages as each failed? How far apart would they have to fail to be sent as seperate messages or doesn't it work like that?
Does anybody know if a large object travelling at high speed impacting water would be detectable to the seismologists who monitor earth tremors and 'quakes?
I doubt it but when the WTC collapsed the shock was detected about 300 miles away. Some info on that here..
The aircraft impacts registered local magnitude (ML) 0.9 and 0.7, indicating minimal earth shaking as a result. The subsequent collapse of the towers, on the contrary, registered magnitudes of 2.1 and 2.3
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