Posted on 11/16/2001 1:18:41 PM PST by Fixit
More Data About Both Flights Released from Megadata PASSUR System GREENWICH, Conn., Nov. 15 /PRNewswire/ -- Megadata Corporation (OTC Bulletin Board: MDTA) has analyzed additional information relating to both American Airlines flight 587 and Japan Airlines flight 47, which departed immediately prior to flight 587 from the same runway. All information released was derived from Megadata's PASSUR flight tracking system, which is an independent passive radar network and proprietary software technology. PASSUR provides independent and accurate arrival data, and decision-support tools, to 7 major airlines and over 23 airports. Trajectories * JAL 47 and AAL 587 flew parallel trajectories, which were .75 miles apart * JAL 47 flew at a higher altitude than AAL 587 -- ranging from 400 feet to 1000 feet higher Relative status of flights * The last transponder return recorded by the PASSUR system for AAL 587 was at 9:16:01 * At that time, AAL 587 was 1 minute and 30 seconds behind JAL 47 * The last altitude recorded by the system for AAL 587 was 2800 feet * The last speed recorded by the system for AAL 587 was 237 knots * Distance in nautical miles at take-off of AAL 587 from JAL47 was 4.5nm * Distance in nautical miles at disappearance of AAL587 and JAL 47 was 5.0nm (9:16:01) The PASSUR system recorded 18 separate transponder returns for flight 587 from the time it took off, up to and including the last transponder return at 9:16:01. The system recorded 41 separate transponder returns for JAL flight 47 between that flight's take-off and the disappearance of AAL flight 587. PASSUR has provided information to investigative officials and the media in past aviation incidents such as September 11 2001, TWA 800, EgyptAir 990, Alaska Air 261. Megadata's PASSUR system is based on an independent network of passive radar installations. The PASSUR system tracks aircraft with a 4.6 second update rate, records all flight activity that is received and processed, and is available for replay and analysis. Information derived from the system includes exact flight position, runway used, speed, altitude, type of aircraft, and all other flight activity in the area. PASSUR -- Passive Secondary Surveillance Radar -- operates using an electronically steered antenna system, a dual frequency receiver, and a digital processor to passively receive and store interrogations from the airport secondary surveillance radar (ASR) along with the responses from the aircraft transponders. The Data acquired and processed by the PASSUR system is then processed through the Megadata proprietary Pastrack software, which integrates with other data sources as well, to create screen graphics, text and tools. PASSUR provides graphical and textual information on flights within a 150-mile radius of the airport all the way to touch down -- updating the aircraft tracks every 4.6 seconds. Megadata has been serving the aviation industry for over 30 years with its patented passive radar system and advanced arrival software. The company is recognized as a worldwide specialist in terminal area situational awareness, and is focused on improvements in information and integrated decision-making tools. Megadata serves airline operations at station and operations control centers; airports in noise and operations; and government aviation agencies. For additional information, contact Ron Dunsky at Megadata at 631-589-6800 or 917-587-9672, and review our website at http://www.passur.com. The forward-looking statements in this news release relating to management's expectations and beliefs are based on preliminary information and management assumptions. Such forward-looking statements are subject to a wide range of risks and uncertainties that could cause results to differ in material respects, including those related to customer needs, budgetary constraints, competitive pressures, the success of airline trials, the profitable use of the Company's owned PASSURs located at major airports, the Company's maintenance of above average quality of its product and services, as well as potential regulatory changes. Further information regarding factors that could affect the Company's results is contained in the Company's SEC filings, including the October 31, 2000 Form 10-K, January 31, 2001, April 30, 2001, and July 31, 2001 Form 10Q.
Can the turbulence wake move .75 miles in 2 minutes while dropping 400 - 1000 feet?
Having stated that, let me state I do not understand how wake turbulence could cause an A300 to disassemble itself in the air.
Maybe. Wake vortices tend to sink down and out. But, they are affected by prevailing winds, too.
It would take a more sophisticated computer model than I could do in a reasonable amount of time. I hope that someone is doing so, though.
The wake will drop and drift with prevailing winds.
~~ Bizarre poem my fluid goddamnits dynamics professor taught us.
As far as wakes dropping, I'm not sure if they drop so much as they tend to spread out. Of course, as they spread out they lose speed and intensity, eventually becoming heat in the air.
The video taken from a few miles away of the crash site indicated a pretty hefty, steady breeze. (Making the assumption that the prevailing winds did not change within minutes after the crash.)
At the beginning of that clip, a man walks over to the engine and takes something out. Whassup with that?
As someone else noted, I didn't see anything about how the tracks paralleled -- i.e. whether AA 587 was upwind or downwind.
But, I will also note that winds aloft are often different than surface winds. It looks like AA 587 got as least as high as 2800 feet, and the FAA will have wind aloft forecasts for 3000 feet.
Presuming the data from the blackbox is recovered, they should be able to calculate an estimate by correlating the airspeed and heading data with the ground speed and ground track data from the radar.
Actually, they ARE the wind -- so to speak. That is, wake turbulence is a local disturbance in the mass of air that is moving with respect to the ground and gives rise to the concept of wind.
In addition, to keep a plane up, air has to move downward. Of course, this creates a low pressure above, which then sucks in air, hence you get a circulating flow -- but it must drift downward until it is supported by the surface of the earth, which of course is non-fluid.
But yeah, downward, outward, and carried with the wind.
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