CRASH OF BOEING 737 MAX FLIGHT, ROOT CAUSE ANALYSIS – CAPT AJIT VADAKAYIL
THE TRAINED THINKERS OF THE PLANET ARE RUNNING AROUND LIKE LITTLE BO PEEP FOR THE PAST 6 DAYS
IT IS A DISGRACE THAT A BLOGGER HAS TO WRITE ALL THIS..
SOMEONE ASKED ME – REGARDING THE BEING 737 MAX CRASH , YOU HAVE WRITTEN THIS-
QUOTE : A plane’s aerodynamic stall occurs when the nose of the plane is pointed too steeply up against the oncoming wind. When this happens, the aircraft exceeds its critical ANGLE OF ATTACK (AOA).
The oncoming air no longer flows over the wing, as part of the process that provides lift and keeps the airplane up. Instead (to oversimplify), it starts beating against the bottom side of the wing, and in other ways stops keeping the plane aloft. When an aircraft STALLS, it stops flying or gliding, and begins just falling, like a rock, out of the sky. : UNQUOTE
WHAT DO YOU MEAN BY AOA AND STALL ?
The Indonesian Lion Air crashed the Boeing 737 Max first , about 5 months ago.
THE BOEING CUNTS DID NOT DO A “ROOT CAUSE ANALYSIS” AFTER THE INDONESIA CRASH..
So we have Ethiopian Airlines had a crash of a Boeing 737 MAX 8 aircraft, shortly after takeoff from Addis Ababa, on its way to Nairobi. 157 people lost their lives, including 149 passengers and 8 crew in this tragic incident.
The Boeing 737 MAX is a redesigned version of the Boeing 737, which is the workhorse of many airlines globally. Over 10,000 Boeing 737 aircraft fly around the globe, and the aircraft has had a successful safety record over 5 decades .
The new HIGHLY AUTOMATED aircraft, the Boeing 737 MAX, entered service in 2017 focusing more on fuel economy.. At the moment 350 of these aircraft are in service, with over 5,000 Boeing 737 MAX aircraft on order.
WITH FUEL COSTS SKYROCKETING—WE NOW HOW KINGFISHER WAS AFFECTED CAUSING CLOSE DOWN AND JET AIRLINES IS AFFECTED NOW.
Boeing was in competition with Airbus ..
At a relatively affordable price, the Boeing 737 Max – a single-aisle plane – had a flying range that opened up the possibility of using it on long-haul corridors traditionally the preserve of wide-body jetliners
In India, SpiceJet and Jet Airways are the two Boeing customers for the 737 MAX range. SpiceJet has 205 on order, including their options, and Jet Airways has 225 on order.
WHEN YOU GET FUEL ECONOMY YOU SACRIFICE POWER..
The MAX has a bigger and more efficient engine compared with earlier 737 models.
Because the 737 sits pretty low on its landing gear, Boeing had to move the engines up a little bit and move them forward a little bit on the MAX versions. In order to compensate, they extended the nose gear by eight to 12 inches and repositioned the engines which "affected the airplane’s pitch characteristics and center of gravity.”
PM MODI MUST KNOW, WHEN YOU FLY PLANES ON VEGETABLE OIL, YOU SACRIFICE POWER.
POWER IS REQUIRED WHILE TAKING OFF AT FULL LOAD OF PASSSENGERS, LUGGAGE AND FUEL.. AND AIRFIELDS DO NOT HAVE A RAMP LIKE AIRCRAFT CARRIERS.
SO WHAT DOES BOEING DO?
THEY FUCK AROUND WITH THE TAKE OFF ANGLE OF THE PLANE USING MINDLESS AUTOMATION.
IF THE AUTOMATION WORKS, FINE- BUT SENSORS FAIL.. AND SUCH CRITICAL “ANGLE OF ATTACK” SENSORS MUST HAVE TRIPLE BACK UP—NOT EVEN DOUBLE..
The ANGLE OF ATTACK SENSOR kicks in when the automation determines that the plane would stall in the air. Except, it was giving out inputs to the flight computer without the pilot knowing about it and how to override it. Boeing CUNTS decides not to overload the senior aged pilots with information..
When a plane climbs at an angle that is too steep, it risks losing speed and STALLING — a rapid descent that can cause the pilot to potentially lose control of the aircraft. The Boeing 737’s Moving Characteristics Augmentation System measures the aircraft’s speed and angle. If the software predicts a stall is imminent, MCAS takes control of the plane and noses it downward. However, if sensor readings are faulty, the system could nose the aircraft down during takeoff, even if the plane is flying normally.
Two sensors on the sides of the plane determine the ANGLE OF ATTACK — the difference between the direction the plane is flying and the direction the nose is pointed — by measuring the direction of air flow around the nose. If the angle is greater than 15 degrees, a STALL may be imminent.
The “Horizontal stabilizer” rotates to control the aircraft’s pitch — how far up or down the nose is pointing. If the plane’s automatic systems detect a stall, MCAS will use the stabilizer to rotate the nose down unless the pilot intervenes.
During the plane’s initial ascent, the plane’s nose is tilted up while the plane gains altitude and speed. A faulty angle-of-attack sensor could record the nose angle as being much steeper than it actually is, leading the MCAS program to anticipate a stall.
WHAT IS STALL?
A plane’s aerodynamic STALL occurs when the nose of the plane is pointed too steeply up against the oncoming wind. When this happens, the aircraft exceeds its critical ANGLE OF ATTACK (AOA).
The oncoming air no longer flows over the wing, as part of the process that provides lift and keeps the airplane up. Instead (to oversimplify), it starts beating against the bottom side of the wing, and in other ways stops keeping the plane aloft. When an aircraft STALLS, it stops flying or gliding, and begins just falling, like a rock, out of the sky.
In fluid dynamics, a stall is a reduction in the lift coefficient generated by a foil as angle of attack increases. This occurs when the critical ANGLE OF ATTACK of the foil is exceeded.
ANGLE OF ATTACK is the angle between the body's reference line and the oncoming flow. The lift coefficient of a fixed-wing aircraft varies with angle of attack. Increasing angle of attack is associated with increasing lift coefficient up to the maximum lift coefficient, after which lift coefficient decreases
The critical angle of attack is the angle of attack which produces maximum lift coefficient. This is also called the "stall angle of attack". Below the critical angle of attack, as the angle of attack increases, the lift coefficient increases.
Conversely, above the critical angle of attack, as angle of attack increases, the air begins to flow less smoothly over the upper surface of the airfoil and begins to separate from the upper surface.
On most airfoil shapes, as the angle of attack increases, the upper surface separation point of the flow moves from the trailing edge towards the leading edge. At the critical angle of attack, upper surface flow is more separated and the airfoil or wing is producing its maximum lift coefficient.
As angle of attack increases further, the upper surface flow becomes more fully separated and the lift coefficient reduces further
Conversely, above the critical angle of attack, as angle of attack increases, the air begins to flow less smoothly over the upper surface of the airfoil and begins to separate from the upper surface.
On most airfoil shapes, as the angle of attack increases, the upper surface separation point of the flow moves from the trailing edge towards the leading edge. At the critical angle of attack, upper surface flow is more separated and the airfoil or wing is producing its maximum lift coefficient.
As angle of attack increases further, the upper surface flow becomes more fully separated and the lift coefficient reduces further
ABOVE THIS CRITICAL ANGLE OF ATTACK , THE AIRCRAFT IS SAID TO BE IN A “STALL”.
A fixed-wing aircraft by definition is stalled at or above the critical angle of attack rather than at or below a particular airspeed. The airspeed at which the aircraft stalls varies with the weight of the aircraft, the load factor, the center of gravity of the aircraft and other factors.
However the aircraft always STALLSs at the same critical angle of attack. The critical or STALLING ANGLE OF ATTACK is typically around 15° - 20° for many airfoils.
However the aircraft always STALLSs at the same critical angle of attack. The critical or STALLING ANGLE OF ATTACK is typically around 15° - 20° for many airfoils.
Some aircraft are equipped with a built-in flight computer that automatically prevents the aircraft from increasing the angle of attack any further when a maximum angle of attack is reached, regardless of pilot input.
This is called the ANGLE OF ATTACK LIMITER or 'alpha limiter'. Modern airliners that have fly-by-wire technology avoid the critical angle of attack by means of software in the computer systems that govern the flight control surfaces.
This is called the ANGLE OF ATTACK LIMITER or 'alpha limiter'. Modern airliners that have fly-by-wire technology avoid the critical angle of attack by means of software in the computer systems that govern the flight control surfaces.
Some military aircraft are able to achieve controlled flight at very high angles of attack, but at the cost of massive induced drag. This provides the aircraft with great agility. A famous military example is the Sukhoi’s Pugachev's Cobra.
Although the aircraft experiences high angles of attack throughout the maneuver, the aircraft is not capable of either aerodynamic directional control or maintaining level flight until the maneuver ends. The Cobra is an example of supermaneuvering as the aircraft's wings are well beyond the critical angle of attack for most of the maneuver.
Although the aircraft experiences high angles of attack throughout the maneuver, the aircraft is not capable of either aerodynamic directional control or maintaining level flight until the maneuver ends. The Cobra is an example of supermaneuvering as the aircraft's wings are well beyond the critical angle of attack for most of the maneuver.
Getting back—
MCAS pulls the nose down - based on incorrect or mismatched sensor readings, MCAS overrides the pilot’s controls and automatically pitches the plane of the Being 737 MAXs nose down — a corrective maneuver to avoid a STALL.
To counter the MCAS maneuver, the pilot manually controls the plane back into a climb. If the pilot is unaware of the faulty sensor or does not turn MCAS off, the ANTI-STALL system will continue to ‘correct’ the nose position at approximately 20-second intervals, risking a possible catastrophic loss of altitude.
That sensor, known as the ANGLE OF ATTACK sensor, keeps track of the angle of the aircraft nose to help prevent the plane from stalling and diving.
When the MCAS detects the plane climbing too steeply without enough speed—a recipe for a STALL—it moves the yoke forward, using the HORIZONTAL STABILISER on the tail to bring the nose of the plane down.
It’s distinct from an autopilot system, and only kicks in when the plane is being manually flown.
It is obvious ( even without ROOT CAUSE ANALYSIS ) that the problem with the Indonesian Lion Air flight was the MCAS went to work when it shouldn’t have.
The Lion Air, 737 MAX was climbing normally, but due to a faulty sensor the digital flight data recorder detected a hard-to-believe 20-degree difference in the angle of attack between the left and right sides.
Over the next 10 minutes, the pilots repeatedly tried to pull the plane’s nose back up, but the MCAS kept forcing the yoke forward, pushing the plane down. Ultimately, the plane crashed into the Java Sea, killing everyone aboard.
Over the next 10 minutes, the pilots repeatedly tried to pull the plane’s nose back up, but the MCAS kept forcing the yoke forward, pushing the plane down. Ultimately, the plane crashed into the Java Sea, killing everyone aboard.
If the pilots had known the MCAS was at fault, they could have shut down the plane’s ability to automatically adjust its trim (which determines its position in the air) so they could manually do it themselves. But they ended up “behind the airplane,” confused and trying to figure out what the computer was up to..
The angle of attack sensor’s incorrect reading triggered a system the pilots didn’t know existed and didn’t know how to manage.
If the ANGLE OF ATTACK sensors fail, then the MCAS pushes the plane’s nose down. The TRAINED pilot could safely defuse the problem by cutting off the trim system and working the plane manually.
Lion Air plane did not have an optional feature installed in the aircraft—one that Boeing doesn’t provide as a standard feature and costs additional money to install—which would have alerted crew that the AOA readings were erroneous and likely to trigger the MCAS system unnecessarily.
That’s because Boeing and the FAA didn’t require what was called the “AOA DISAGREE” alert be installed for safe operation of the 737 Max.
BOIENG HAS FAILED TO DO ROOT CAUSE ANALYSIS AND IMPLEMENT IMMEDIATE MITIGATION MEASURES.
BOEING IS GUILTY OF MAN SLAUGHTER..
BOEING IS GUILTY OF MAN SLAUGHTER..
The system is designed to nudge the nose of the plane down to prevent it from stalling when necessary. It does this automatically, based on the aircraft’s angle of attack (AOA) data, or the angle of the aircraft’s wing relative to the flight path.
However, in the event of a faulty AOA reading, the system will nudge the plane downward unnecessarily, and could eventually cause it to crash
However, in the event of a faulty AOA reading, the system will nudge the plane downward unnecessarily, and could eventually cause it to crash
Lion Air flight, the aircraft’s “angle of attack sensors were disagreeing by 20 degrees as the aircraft taxied for takeoff. A warning light that would have alerted the crew to the disagreement was not part of the added cost-optional package of equipment on Lion Air’s 737 Max aircraft. A guardrail wasn’t in place.
Once the aircraft was airborne, the erroneous angle of attack data collided with apparently unprepared crew with tragic consequences as the MCAS system repeatedly activated, driving the jet’s nose into a fatal dive.”
Once the aircraft was airborne, the erroneous angle of attack data collided with apparently unprepared crew with tragic consequences as the MCAS system repeatedly activated, driving the jet’s nose into a fatal dive.”
ON SAILING BOATS-- The physical principles involved are the same as for aircraft. A sail's angle of attack is the angle between the sail's chord line and the direction of the relative wind.
A boat’s ANGLE OF ATTACK the angle between the boat's course and the wind direction
AAA- A faulty sensor caused the computer to automatically point the nose down in order to avoid a perceived stall risk and the pilots weren't able (or didn't know how) to disable that.
BBB- Another way for a plane to crash is by a faulty sensor misleading the pilot crew into pointing the nose up and getting into a stall.
In both cases AAA and BBB , crashes resulted from reliance on a faulty sensor -- but in one case it was flight crew and in the other case it was software
TECHNICAL FLUID DYNAMICS DETAILS:
A plane's engines are designed to move it forward at high speed. That makes air flow rapidly over the wings, which throw the air down toward the ground, generating an upward force called lift that overcomes the plane's weight and holds it in the sky. ... The wings force the air downward and that pushes the plane upward.
Air moving over the curved upper surface of the wing will travel faster and thus produce less pressure than the slower air moving across the flatter underside of the wing. This difference in pressure creates lift which is a force of flight that is caused by the imbalance of high and low pressures.
At any given time, there are four forces acting upon an aircraft. These forces are lift, weight (or gravity), drag and thrust. Heavier-than-air flight is made possible by a careful balance of these four physical forces.
For flight, an aircraft's lift must balance its weight, and its thrust must exceed its drag. A plane uses its wings for lift and its engines for thrust. Drag is reduced by a plane's smooth shape and its weight is controlled by the materials it is constructed of.
For flight, an aircraft's lift must balance its weight, and its thrust must exceed its drag. A plane uses its wings for lift and its engines for thrust. Drag is reduced by a plane's smooth shape and its weight is controlled by the materials it is constructed of.
LIFT is the key aerodynamic force that keeps objects in the air. It is the force that opposes weight; thus, lift helps to keep an aircraft in the air. Using the Bernoulli equation and the continuity equation, it can be shown how air flowing over an airfoil creates lift. Imagine air flowing over a stationary airfoil, such as an aircraft wing. Far ahead of the airfoil, the air travels at a uniform velocity. To flow past the airfoil, however, it must "split" in two, part of the flow traveling on top and part traveling on the bottom. The Bernoulli equation states that an increase in velocity leads to an decrease in pressure. Thus the higher the velocity of the flow, the lower the pressure. Air flowing over an airfoil will decrease in pressure. The pressure loss over the top surface is greater than that of the bottom surface. The result is a net pressure force in the upward (positive) direction. This pressure force is lift.
WEIGHT is the force that works vertically by pulling all objects, including aircraft, toward the center of the Earth. In order to fly an aircraft, something (lift) needs to press it in the opposite direction of gravity. The weight of an object controls how strong the pressure (lift) will need to be. Lift is that pressure. The weight of an aircraft is a limiting factor in aircraft design. A heavy plane, or a plane meant to carry heavy payloads, requires more lift than a light plane. It may also require more thrust to accelerate on the ground. On small aircraft the location of weight is also important. A small plane must be appropriately "balanced" for flight, for too much weight in the back or front can render the plane unstable.
DRAG is a mechanical force generated by the interaction and contract of a solid body, such as an airplane, with a fluid (liquid or gas). An aircraft's wing is designed to be smooth to reduce drag. Like lift, drag is proportional to dynamic pressure and the area on which it acts. The drag coefficient, analgous to the lift coefficent, is a measure of the amount of dynamic pressure gets converted into drag. Unlike the lift coefficient however, engineers usually design the drag coefficient to be as low as possible. Low drag coefficients are desirable because an aircraft's efficiency increases as drag decreases.
Finally, the THRUST is the force that is generated by the engines of an aircraft in order for the aircraft to move forward. because of the shape of an airplane’s wing, called an airfoil, the air into which the airplane flies is split at the wing’s leading edge, passing above and below the wing at different speeds so that the air will reach the same endpoint along the trailing edge of the wing at the same time. Thrust is produced by accelerating a mass of air.
In general, the wing’s upper surface is curved so that the air rushing over the top of the wing speeds up and stretches out, which decreases the air pressure above the wing. In contrast, the air flowing below the wing moves in a straighter line, thus its speed and pressure remain about the same.
Since high pressure always moves toward low pressure, the air below the wing pushes upward toward the air above the wing. The wing, in the middle, is then “lifted” by the force of the air perpendicular to the wing.
The faster an airplane moves, the more lift there is. When the force of lift is greater than the force of gravity, the airplane is able to fly, and because of thrust, the airplane is able to move forward in flight.
BELOW: THIS IS "NO CONTEST "
Since high pressure always moves toward low pressure, the air below the wing pushes upward toward the air above the wing. The wing, in the middle, is then “lifted” by the force of the air perpendicular to the wing.
The faster an airplane moves, the more lift there is. When the force of lift is greater than the force of gravity, the airplane is able to fly, and because of thrust, the airplane is able to move forward in flight.
BELOW: THIS IS "NO CONTEST "
The captain of the Boeing Co. 737 Max 8 asked in a panicky voice to turn back only three minutes into the flight as the plane accelerated to abnormal speeds,
BOTTOM LINE:
MCAS TAKING CORRECTIVE ACTION BECAUSE JUST ONE OF THE TWO SENSORS ( FOR PUSHING NOSE DOWN ) GAVE A WRONG READING IS BULLSHIT..
THERE MUST BE THREE SENSORS , OUT OF WHICH TWO OF THE THREE SENSORS , MUST AGREE THAT MCAS MUST TAKE IMMINENT CORRECTIVE ACTION..
Capt. Ajit Vadakayil March 13, 2019 at 7:56 AM
https://www.ndtv.com/india-news/boeing-737-max-aircraft-grounded-by-civil-aviation-watchdog-dgca-2006656
WHAT IS THE NEED FOR SO MUCH AUTOMATION ON A PASSENGER PLANE ?..
TODAY ANY PLANE CAN BE BROUGHT DOWN BY ENEMIES OF THE NATION FROM A SATELLITE.. I GET THE FEELING THAT THIS CRASH IS DELIBERATE --AS A DRY RUN ON THIRD WORLD NATIONS..
THERE WAS A TIME WHEN THE WHITE JEWS TOOK OUT PASSENGER PLANES BY MISSILES.. WHEN I WROTE THAT HOMI BHABA WAS MURDERED THERE WERE NO TAKERS 8 YEARS AGO..
BUT I WAS VINDICATED WHEN THE CRASHED PLANE WAS FOUND IN THE ALPS..
http://ajitvadakayil.blogspot.com/2011/11/homi-bhabha-in-air-india-flight-ai-101.html
NOW LET US THINK IN A NON-CONSPIRATORY WAY..
The 737 has safely carried over 20 billion passengers on long trips and on short ones. That legacy of safety is now under scrutiny as the 737 Max, the newest variant of the jetliner, has crashed twice in rapid succession.
Ethiopian Airlines Flight 302 crashed on Sunday, a few minutes after taking off from Addis Ababa, killing all 157 people on board. It was the second such tragedy in five months, following an October crash in Indonesia that killed all 189 passengers and crew on Lion Air Flight 610.
A SIMPLE SENSOR CAN FAIL AND THE AUTOMATION INTERLOCK CAN CUT IN.. ALL THIS WHEN NOTHING IS WRONG WITH THE PLANE ..
IN THE RACE FOR FUEL EFFICIENCY STUPID THINGS WERE DONE..
NOW INDIA IS TRYING TO FLY PLANES WITH VEGETABLE OIL.. AND MODI IS BOASTING ABOUT IT..
500 MIG-21 PLANES CRASHED BECAUSE INDIA TAMPERED WITH THE WEIGHT CONFIGURATION BY MINDLESS RETRO-INSTALLATION ( HEAVY ADD ONS ) .. NATIONS LIKE SYRIA ARE STILL USING THE OLDEST MODEL MIG-21 WITHOUT PROBLEM..
The 737 Max has bigger engines than the original 737 and this causes problems with the plane nose ( down/ up ) .. and there is automation to correct this tendency which is SHEER MADNESS ..
ROOT CAUSE ANALYSIS MUST BE DONE..
read both parts of the post below--
THE PLANE DESIGN MUST BE PUT BACK IN THE DRAWING BOARD AND FRESH WIND TUNNEL EXPERIMENTS MUST BE DONE..
INCREASING PLANE PERFORMANCE MUST NEVER BE AT THE EXPENSE OF SAFETY..
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LATEST SUKHOI AIRCRAFT CAN DO THE VICTORY ROLL.. BUT MIG-21 WITH PARTLY DISCHARGED MISSILES MUST NEVER DO IT.. READ THIS LINE A BILLION TIMES..
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THE BRAND NEW SHIP I DELIVERED FROM EUROPE BELOW WAS HIGHLY AUTOMATED.. IN THE FIRST MONTH THERE WERE TOO MANY AUTOMATION BREAKDOWNS WITH CHIEF ENGINEER HAVING NO FUCKIN' CLUE..
I AS THE DECK BOY WENT AROUND BYPASSING CHOOTIYA AUTOMATION INTERLOCKS WITH "JUMPER WIRE "..
THERE WAS A TIME WHEN PUMPS INSIDE TANKS WOULD NOT START ( EVERY TANK HAS ITS OWN DEEPWELL PUMP ) WHILE SQUEEGEEING VEG OILS .. THE PUMPS HAS AN INTERLOCK WITH POSITIVE PRESSURE OF NITROGEN GAS INSIDE TANK.. I USED JUMPED WIRE TO BYPASS THIS INTERLOCK- JUST AN EXAMPLE..
IN THE CRASHED BOEING- AN EXPERIENCED PILOT ( OLD AGE ) CANNOT GRASP AUTOMATION WHEN THINGS GO WRONG..HIS MIND GETS INUNDATED..
Only cunts will put in automation which will solve a problem but introduce a more critical problem, which is beyond the grasp of an aged pilot. See he has too many things to unlearn.
WE ASK RISK ANALYSIS TO BE DONE ON ALL MIG-21 ( GENERATION 2 ) WHICH HAVE BEEN UPGRADED TO MIG-21 BISON ( GENERATION 3.5 ).. ESPECIALLY IN A SCENARIO WHERE A MISSILE HAS BEEN LAUNCHED FROM ONE SIDE OFF THE PLANE , LEAVING THE OTHER SIDE HEAVY..
CONTINUED TO 2--
Capt. Ajit Vadakayil March 13, 2019 at 8:10 AM
CONTINUED FROM 1-
There is a MCAS (for Maneuvering Characteristics Augmentation System) with “anti-stall” protections..
An car stall involves something that stops the engine.
A plane’s aerodynamic stall occurs when the nose of the plane is pointed too steeply up against the oncoming wind. When this happens, the aircraft exceeds its critical “angle of attack” (AOA).
The oncoming air no longer flows over the wing, as part of the process that provides lift and keeps the airplane up. Instead (to oversimplify), it starts beating against the bottom side of the wing, and in other ways stops keeping the plane aloft. When an aircraft stalls, it stops flying or gliding, and begins just falling, like a rock, out of the sky.
DONT EVER BLAME PILOT ERROR FOR EVERY CRASH..
IN THE BOEING MAX THERE IS INFORMATION OVERLOAD FOR THE EXPERIENCED PILOT . THE MORE EXPERIENCED HE IS , THE MORE HE HAS TO UNLEARN..
THE PILOT OF EVERY SUPER AUTOMATED AIRCRAFT MUST BE ABLE TO PERFORM A "MANUAL OVER RIDE"
PEOPLE WHO SAILED WITH ME WILL TELL YOU THAT CAPTAIN DID THIS MANUAL OVER RIDE THINGY EVERY MONTH AS A DRILL. MANUAL OVERRIDE MEANS IT BYPASSES EVERY GOVERNOR OR AUTOMATION SENSOR OR INTERLOCK..
AM I AN EXPERT TO COMMENT ? YES -- SHIPS ARE MORE COMPLICATED THAN PLANES HAVING TEN TIMES MORE MACHINERY..
USA HAS NOT GROUNDED THE PLANES WHILE CHINA AND INDIA HAS DONE IT-- WHY? USA IS TRYING TO PROTECT THE INTERESTS OF WHITE JEWS.. SO WHAT ELSE IS FUCKIN’ NEW ?..
Capt ajit vadakayil
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