Jane: Honey, we’re the only ones on the plane who have winter jackets, why did you have to bring these?

Jane: We will look stupid in our pictures if we’re wearing thick clothes while everyone else isn’t. John, did you even look online?

Jane: Just because Canada’s north of America, doesn’t mean its going to be below freezing. When we went to Los Angles last winter, you didn’t pack a single sweater! My luggage was full of t-shirts.

Jane: Not during the winter! It was only 45 degrees, and it rained half the time. We hardly went outside, we just looked out the hotel window.

Jane: Its the summer! Did you check the weather? Or the temperature?

Jane: Idiot! Excuse me sir, but do you know the weather in Ottawa at the time we are landing?

Jane: Sorry dear, maybe we do need these jackets then, if its going to be 28 degrees.

Jane: A Polar Bear protection kit?!?! There are no polar bears in Ottawa!

Jane: I seriously doubt it, dear. This is in the middle of big city, by Canadian standards. Which isn’t much…

Jane: This better not be one of your silly superstitions, John. Do you remember the last-

Jane: Oh good, we’re landing. Man I’m hungry. John, get me some food. No meat. Because-

Jane: Don’t give me that attitude, John Marshall Watters. Hurry up and get some good healthy food for my hungry vegetarian body.

Jane: What flavour? Is there ketchup or sour cream and onion? As long as its not dill pickle…

Jane: I’ll take the chips. That organic yoghurt tastes nasty.

Jane: Be quiet! They’re baked chips, they’re not that unhealthy. Oof! Great job. You spilt a bunch of chips over my new winter jacket! At least we finally landed.

Jane: Hurry up and get our stuff in the overhead. We didn’t get a window seat on the plane, so I want to see and take some pics of Canada to send back home.

Jane: Are you saying you do hate my mom? She’s more sane in my opinion than your mom.

Jane: Oh, it is a crime to hate your wife’s mother. Now hurry up and lets get off this boring plane.

Jane: John. COME OVER HERE! And while your at it, have a peek outside the window.

Jane: Do you see snow?

Jane: Do you see Polar Bears?

Jane: Stop your stammering, the guy wasn’t wrong, Canada works in Celsius. Didn’t you say you researched Canada online?

Jane: THEN ZIP IT! YOU ARE GOING TO WALK OVER TO TEXAS AND REPACK OUR SUITCASES!

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2. Princess Juliana International Airport, Saint Martin: Airport serves the Dutch part of the island of Saint Martin and was once a military airport. Airport runway is 2180 meters long. Planes need to fly over beaches and roads very close to land.

3. Juancho E. Yrausquin Airport, Saba: Only airport on the Caribbean island of Saba. Airport is situated on the rocky cliffs. Runway is only 396 meters long (or short) and it is well known because of the specific way the pilots need to approach to land or fly off.

4. Courchevel International Airport, France: This airport serves Courchevel ski area in France. The length of the airport runway is only 525 meters and airport is also difficult to approach. Elevation of the airport is 2008 meters.

5. Gustaf III Airport (Saint Barthélemy Airport), Saint Bart: Located on the Caribbean island of Saint Barthelemy in the St. Jean village. Airport runway is 650 meters long. One end of the runway is very close to the beach and the other end is close to the hill.

Top Five Serial Killers

Image via Wikipedia

- The ANZAC’S, very early on the 25th of APRIL 1915, GETTING READY TO GO INTO BATTLE.

- Landed at Gallipoli (turkey)

- Faced Turkish gunfire

- Landed in the wrong spot and had to climb up hill into the Turkish trenches

The Trenches

- They slept/ fought/ lived in the trenches.

- Had little comforts like toilets and heating

- Trenches were very close to enemy trenches

- Dug out in zigzags to make it harder for the Turks to invade

Withdrawal

- Secret withdrawal of all British allied soldiers in December 1925

- Over 10 thousand Anzac’s died during the campaign

-Every year on the 25th of April AUS and NZ remember the troops

Portugal, like other European countries, saw a fair amount of what, according to the Hynek classification, can be described as “daylight discs”. A typical example was recorded in the newspaper “O Comercio do Porto”, March 22, 1950:

“Today, around 6:40 P.M., a “flying saucer” flew over the village of Entroncamento, greatly astonishing all who saw it. One of the witnesses who better observed the strange phenomenon was the first sergeant of the Air Force, Sr. Jose Coelho Pereira de Faria, a local resident. He indeed saw, at around 1,000 meters of altitude, a disc with an intense light repeatedly doing circular movements and travelling, without any noise, at a great velocity in a West/East direction.

It should be noted that this witness saw what others, in recent days, also noticed-that the “flying saucer” had a circular motion. This detail is of great importance as other credible witnesses said exactly the same.”

Another crucial time in this period was the year 1954, because it marked the commencement of a class of cases involving sightings of the pilots flying the UFOs, the now called “Close Encounters of the Third Kind”. Here is a case much publicized at the time, reported by a guard on Santa Maria Airport (Azores Islands) who witnessed the landing of a craft from which emerged an individual who talked to him. The guard in question, Vitorino Monteiro, commented the incident of September 20, 1954 to the Azoresnewspaper “Ocorrencia”:

“At 10:40 P.M. I perceived at once that the object was an elliptically shaped machine of unknown origin. It was about three meters long and about one and half meters high. It was of a bluish colour and on the top of it had what looked like two transmitter aerials. No landing gear was to be seen. On the central upper part there was an opening devoid of any cover, through which its single occupant suddenly emerged…this individual was wearing a uniform, with a dark-coloured helmet, a dark yellow overall, and trousers of the same colour. He was of normal height and looked about 35 years old.”

Vitorino Monteiro, also said that the individual “stepped forward to contact me uttering words that I was unable to understand, being a language different from ours, not resembling either English or French”. Glued to the spot and puzzled, the guard saw the craft take off heading away to the south, making a sound like the one made by wind against telephone wires.

During the 1950s, Portugal, like the majority of the western nations, registered another major UFO wave in 1957. However, this time, most of the sightings were of the “nocturnal lights” kind and with no particular relevance.

Sources:

- Rocha, Hugo, The Enigma of the Flying Saucers, (in Portuguese), Porto, 1950.

- Fernandes, Joaquim, UFOs in Portugal, (in Portuguese), Porto, Nova Critica, 1978.

- Monteiro, Cassiano, Catalogue of Humanoid Cases in the Iberian Peninsula, (in Portuguese), Gaia, 1983.

- Vallee, Jacques, “The Pattern Behind the UFO Landings”, The Humanoids, London, Neville Spearman, 1969.     

What the theorists say:

The US was desperate to prove its technological prowess to the world while NASA was anxious to secure continued federal funding, but the ambitious plan to land on the Moon proved to be an impossible mission, partly because of the high radiation levels in outer space. It was decided to fake the Moon landings in a studio; the actual rocket re-entered the atmosphere soon after the launch and was ditched into the ocean. The evidence for this is overwhelming, largely thanks to the efforts of whistleblowers among the studio technicians who ensured the photos were riddled with errors as clues.

The main flaw with the so-called ‘lunar surface photography’ is the lighting. There should only be one light source, the Sun, on the surface of the Moon, and in conjunction with the atmospheric vacuum, this should produce a very strong contrast between lit areas and shadows. Yet the photographs clearly show elements that should be in shadow as often lit with ‘fill-in’ lighting and reflections are thrown from multiple light sources. Furthermore, the shadows cast by different objects in the same shot run at different angles and the ground beneath the landing module shows no evidence of a blast crater. No stars are visible anywhere. Shooting decent photography on the Moon would have been impossible anyway given what was available at the time: an unshielded camera with no viewfinder which had to be operate while wearing thick, barely moveable gloves. Any film would have been ruined by the high temperatures on the lunar surface and the heavy radiation would have been deadly to the astronauts. NASA’s strange behaviour with regards to Oberg’s book is proof that they have something to hide.

The Official Story?

These criticisms display a total ignorance of atmospheric conditions on the Moon. Many of its surfaces are highly reflective as the Earth provides a source of light in addition to the Sun. Shadows appear to fall at different angles because of the unevenness of the Moon’s surface. There was no crater because NASA chose a very solid spot to touch down on. Numerous experiments had demonstrated that the risk from radiation was not as great as feared. The astronauts were highly trained in operating cameras that had been adapted for use with gloves.

By relying on photographic evidence alone, one ignored the mass of irrefutable proof that there was a visit, such as the laser reflectors left on the Moon’s surface which are still used for recording lunar quakes to this day. Oberg’s book was cancelled because NASA got rattled by media critics who said it was a waste of money pandering to crackpots.

Should you be paranoid?

These fake Moon landings seem to be another one of those conspiracies that would simply be impossible to cover up, not least because Soviet intelligence would have sniffed out a hoax. It’s time this foolish tale was buried.

Every flight must have at least one take off and one landing, or else something is wrong! Take off and landing are the two most important phases of flight, and they are also the most dangerous. Airplanes were meant to be in the air, and operating them at slow speeds low to the ground creates the possibility for many problems. The reason airplanes are able to remain in the air is because of the airflow over the wings. The shape of the wings creates lift, but only if enough air is moving over the wings surface.

In order to better understand the terminology that may be used, here are a few definitions.

Rudder: The rudder is connected to the vertical stabilizer on the tail of the plane. This control surface operates similar to the way a boat rudder does; it deflects the airflow and causes the plane to rotate about a vertical axis. This rotation is called yaw. When the airplane is turned, rudder is needed to help coordinate the turn. The rudder is controlled by pedals on the floor. Pressing the left pedal caused the aircraft to yaw left, and pressing the right pedal causes the aircraft to yaw right.

Aileron: The ailerons are the long control surfaces on the back of the wings, closer to the wingtips. These two control surfaces are connected, and when one goes up the other goes down. The ailerons increase lift when deflected down, and decrease lift when deflected upwards, thus causing the aircraft to roll about the longitudinal axis. The ailerons are controlled by turning the yoke to the left and right. Turning the yoke left causes the aircraft to roll left, and turning the yoke right causes the aircraft to roll right.

Coordinated Turn: A coordinated turn is a turn that involves the use of both aileron and rudder. When initiating a turn, pilots will first roll the airplane by turning the yoke either left of right. However, when one of the ailerons is deflected downward, that wing experiences both an increase in lift, and an increase in drag. This increase in drag will cause the nose of the aircraft to want to point to the outside of the turn. In order to counteract the force of this drag the pilot will use rudder in the same direction of the turn. The inclinometer, an instrument that measures the quality of the turn, is essentially a ball in a curved tube filled with liquid. If the turn is coordinated then the ball will be in the middle of the tube. However, if the ball slides to either side, the turn is no longer coordinated. To fix this, “step on the ball.” That is, push the left rudder pedal if the ball is on the left side of the tube, or push the right rudder pedal if the ball is on the right side of the tube.

Elevator: The elevator is the control surface that is connected to the horizontal stabilizer on the tail of the airplane. The elevator is used to make the airplane climb and descend. The elevator is controlled by pulling back and pushing forward the yoke. To climb, pull back on the yoke. To descend, push forward. When climbing, make sure that the airspeed does not get too low. The green arc on the airspeed indicator displays the airspeeds at which the airplane will continue to fly without any flaps (see below).

Flaps: Flaps are the control surfaces in the back of the wings, closer to the cabin. Flaps are controlled in the Cessna 152 by using the lever on the control panel. There are three different positions for the flaps; 10 degrees, 20 degrees, and 30 degrees. Flaps are used to increase lift (and drag) and decrease airspeed. When 30 degrees of flaps are extended the airplane is able to slow down to a safer landing speed while descending faster. Flaps can also be used for takeoff (maximum of 10 degrees) to increase lift, allowing for a shorter take off roll and a maximum climb angle.

Stall: When the airplane is said to have “stalled,” do not think about the engine. A stall in the world of aviation is purely aerodynamic, meaning it has to do with the wings. During normal flight there is sufficient airflow over the wings surfaces so that enough lift is produced to keep the airplane in the air. A stall occurs when there is no longer enough lift being produced, and the airplane can no longer fly. This can occur when the airplane is slowed down too much, or when being controlled too aggressively, causing the wing to exceed the “critical angle of attack.” This critical angle refers to the angle that the wing makes with the air flowing over it – exceed the angle and the wing can no longer produce lift.

Ok, so now that you understand a few terms, let’s get into the details!

After starting the engine you must taxi to the runway. Before takeoff there are a few key things that you must check. First, check to see that the fuel shutoff valve is in the ON position. The last thing you want during the take off roll is for the engine to quit due to fuel starvation! Second, make sure the landing light is on, so that everyone else can see you. Third, check to see that the ignition switch is on the “Both” position, and that the engine is running smoothly. And finally, check the vacuum, oil pressure, and oil temperature, to make sure the engine is ready to go.

After doing the before takeoff checks, taxi the airplane onto the runway. Line up with the center line using the rudder pedals to steer, put the yoke in the neutral position, and slowly add full power. Check the engine instruments to be sure you have achieved full power, and continue tracking the center line. Once the airspeed indicator shows 50 knots, slowly pull back on the yoke. As the nose wheel lifts of the ground adjust the pitch of the airplane using the elevator to maintain 70 knots in the climb. Using coordinated aileron and rudder, try to keep the wings level as you climb to traffic pattern altitude. When the engine is running at high power, and the airplane is in a climb, forces on the propeller make the airplane want to yaw to the left. This left turning tendency must be corrected for using appropriate rudder inputs.

Congratulations! You just took off! Now turn left to fly the crosswind leg, and then left again for the downwind, then left again for the base, and left again for the final leg of the pattern. Now it’s time to land. Are you ready!?

During the landing phase of flight the most important aspects are airspeed control and coordination. Forgetting about either one of these can lead bad endings. During the end of your downwind leg slowly reduce power to about 1500 rpm, and slow down to 70 knots. Once the airplane is below 85 knots you can add 10 degrees of flaps, and pitch the aircraft down to maintain 70. When the end of the runway makes a 45 degree angle with your line of sight of the airport, turn left into the base leg. Once established add 10 more degrees of flaps, and slow down to 65 knots. This will be the final speed at which you will land.

As you get closer to the extended centerline of the runway, turn left to intercept the final leg. Be sure to keep all turns in the pattern coordinated, and remember to correct for any wind drift. When you are sure you will make the runway (if the engine quits), you can set the flaps to 30 degrees. Continue adjusting pitch and power to maintain an adequate glide slope and 65 knots. During the landing phase of flight it is helpful if you associate power with altitude and pitch (elevator) with airspeed. If you change one, the other must also be changed (i.e. if you fall below the glide slope you must both pitch up and increase power) so that the airspeed does not get too low or too high.

As you near the end of the runway, continue tracking the extended centerline, and aim for the numbers that are painted on the runway. As you fly over the end of the runway pull the power to idle, and pull back on the yoke so that you level off a foot or so over the runway. As the airspeed slows, gradually increase the back pressure on the yoke, so that the nose of the aircraft is in a climb attitude. This will ensure that the main wheels touch down first, avoiding damage to the nose wheel and firewall.

This phase of landing is called the “flare,” because the airplane is continually being pitched up until the wings can no longer produce enough lift, and the wheels gently kiss the runway. During this process you should look down the runway about as far as you would if you were driving around the same speed. If you look at the runway too close to the airplane, or too far away, then this will lead to you level off and flare either too high or too low. Both of these conditions will result in unfavorable endings.

And now you are slowing down, the airplane is flaring, and you are just inches above the pavement. Then you hear this beautiful chirp as the wheels gently touch the runway, and you are now truly a pilot. You just landed! Congratulations!

I hope this article has been a helpful look into the world of flying, but please seek professional instruction prior to leaving the ground.

Wikipedia

“That’s one small step for a man; one giant leap for man kind.”

 [Neil Armstrong July 20th 1969 AD]

This sentence was spoken by Armstrong as he stepped off the Lunar Module on to lunar surface.  They are first word spoken by a human being while standing on the surface of a planetary body other than Earth.

Now we are just days from the 40th anniversary of this event (July 20th 2009 AD) and what is sad is has been almost 37 years since anyone else has been back to the Moon. I remember watching this fist landing as well as Armstrong and Aldrin walking on the Moon and I am at 45 the youngest person I know that remembers it first hand. The bright spot is that for the first time in all these year there are finally real plans for returning to the Moon.

The Apollo 11 was a momentous event in history, in many ways it was the most memorable event of to 20th century.  Let us remember it with pride.

Now, this annoys me on a personal and professional level. On a personal level, I am ashamed to call myself an American every time a so-called Patriot or Freedom Fighter brings forth “shocking evidence to open our eyes”. On a professional level, I can’t stop running my mouth (or in this case my word processor) when this occurs in my presence.

I am human, and am capable of error. I fully admit that. However when it comes to any of these nonsensical conspiracy theories I openly boast that “I’m right, and you’re wrong.” But, being a good scientist (that is to say loud college student with too much free time on his hands and access to the internet), I am continually questioning my beliefs and findings. So I don’t just call you wrong,  I show you why you are wrong. Mind you, this is aimed at the mistaken people whom I have previously defined, so your results may vary.

As you might guess, my first debunk is on the moon landing “hoax”. With apologies to Mythbusters, who have thoroughly debunked this already, this is my humble take on the situation to the best of my knowledge.

First, let’s examine some of the simpler-minded claims. I thank the information on this and several other segments to http://www.braeunig.us/space/hoax.htm.

The most erroneous claim was that in the photos of the moon landing, stars do not appear in the black sky. This is a person who has never owned or operated a camera in their entire life. The answer is simple: they’re just too faint to see, and are drowned out by the sun, and the reflected sunlight off the moon’s surface.

Along those lines, how about the claim that in certain photos the astronauts standing in the landers shadow appear well-lit when they should be obscured by the shadow. This is an okay observation in theory, with one exception. They are not considering that sunlightis still reflecting off the surface of the moonilluminating the astronaut. I wonder why the man in the BIG WHITE SUIT appears so well!

Then there are claims of similar terrain appearing in two places at once, only they say that they’re “identical”. I’m sorry, but I can’t be serious. It’s a gigantic rock floating in space. Of course the terrain is going to look similar!

Oh, and let’s not forget the famous comment by CAPCOM Fred Haise to Apollo 14 astronaut Alan Shepard. Upon playing golf on the moon, the ball appears to jerk to the right and Haise comments “Looks like a slice to me.” As any golfer knows, a slice is caused by uneven airflow and no air exists on the moon. My answer to this: he was making a joke!

As much fun as debunking the easy ones is, lets move on to more serious “convincing” evidence. One such claim is that, to reach the moon, atronauts would have to pass through a zone of radiation, referred to as the Van Allen Belt, which they could not survive. This seems convincing to the naked eye, but let me offer you another hypothesis, which is also absolutely true. The composition of the atom depends on a balance of electrons so delicate that if the balance were interrupted, objects would cease being tangible. You’re thinking “that’s ridiculous.” No, scientifically it’s accurate. It’s also completely irrelevant. NASA took that into consideration and determined the risk was minimal.

Another argument is that the computers on the Apollo spacecrafts were not advanced enough to make the trip to the moon. What do I say to that? This may shock you, but you’re correct. During the last few moments of the Apollo 11 mission, the navigation computer on the lander displayed a 1202 Program Alarm, which means the computer had run out of memory. It was a 64 KB memory, state of the art for the day. Such problems were fixed, since the computer only had to navigate.

Another claim is that the Lunar Lander’s descent engine should be heard in the audio of clips, but is not. I’m only going to say this once. There is no sound in a vacuum. And the microphones inside were only designed to pick up the astronauts voices.

Last, and certainly not least is the whole “flag-waving phenomena”. Apparently in some shots of the lunar landing, the American flag is seen fluttering by a draft; there are no drafts in a vacuum. I won’t call anybody an idiot on this one, because I actually did a double-take myself on that one. God help me, I uttered the phrase: “Hey… they’re right about that.” Mythbusters solved my dilemma by revealing that it was not the flag fluttering from a breeze, but merely the momentum from the astronaut placing the flag in the ground. Show me the shot where the flag is fluttering when an astronaut is nowhere near it and I’ll go back to the drawing board.

There’s a bunch more, but at this point I feel like I am just repeating the words of a truly great guy, so allow me to close by saying this.

We landed on the moon. Stop looking for vindication that you were right. There is none.

The fighter jet made a routine flight exercise which took off at 10:23 AM and landing 11:06 AM local time. Rumours said that the parachute brake system was unable to deploy but the airbase chief of command, Col. Dodi Trisunu denied the report.

About 4 incident in the last 2 years here at Pekanbaru military airbase. At 21 November 2006, Hawk-209 crash short after landing. The pilot Major Muhammad Dadang survive from the crash. October, 30th 2007, the same type slipped during take off phase. The pilot captain HM. Kisha safe from the accident after 15 minutes evacuation conduct by the member of Pekanbaru army. Last, January, 7th 2008, Twinpack helicopter belonged to military fell at Lubukagung, Pelalawan, Riau. In the last incident, Robert V. Chandran, Singapore Conglomerate killed and others 9 injured.

This last incident caused Pekanbaru airbase commander in chief, Col. Gandhara Olivenca fired. There is still unclear motive about allowing civil on the military choppers.