thegoodfellas/blogset-br huggingface dataset:
Link of this Article: http://robertomrmilan.blogspot.com.br/2015/01/french-authorities-want-to-delete-erase.htmlWhy the French AUTHORITIES want to delete (ERASE) data from the FDR and CVR of Air Asia 8501 as they did in VCR and FDR of Air France 296 and Air France 447 RUGGED ?The French AUTHORITIES want that we do not know what the pilots of AIR ASIA 8501 spoke thing like these !WE lost ALL control of the aircraft !!!What is Happen ???I can NOT Control the Aircraft !!!I Am NOT CONTROLLING the AIRCRAFT !!!I CAN NOT UNDERSTAND IT !!!We have to pay attention in the real data information and the voices of pilots of Air Asia 8501, inasmuch as it is well known, it is usual act of the French authorities to erase data from data recorders and voices recorders of Aircraft type Airbus that got air crash in order to blaming aviators to thereby protect the French aircraft manufacturing which has a history unexplained accidents poorly scientifically for purely economic interests at the expense of the the security of thousands of people around the world who use the air service.In the case of AF 296 pilot was guilty and lost his pilot's license to fly passenger transport aircraft, ruined the professional life of the Captain Michel Asseline 44 years old at the time and twenty years flying with the Air France A true crime committed by French authorities and supported by the FRENCH JUDICIARY POWER, which like any JUDICIARY POWER in the world never had its members chosen by the French People (people of each country) thus ensuring one of the biggest frauds in the Republic that should have three Independent Powers arising from the will of the people, BUT as I said the Republic French as well as all other Republics, are a Great Fraud that held POWER in the hand of the Mighty by the JUDICIARY POWER, that's the reason the Air Bus continue killing people all over the world!Inform although in the case of AF 296, the problem was in Alpha Mode System that aims to prevent the aircraft sustaining loss and literally takes control of the engines and flight controls, SO, the Aviator Commander Michel Asseline AF 296 became a single passenger to the aircraft colliding with the trees killing 5 people!In the case of flight AF 447, The data of the CVR and FDR were also deleted leaving only traces that put in doubt attitudes of the Pilots, very well orchestrated deletions of data and was passed to the world's population that the Pilots were wrong and that would have been a failure in the Pitot tubes, BUT, in reality, the fluid moves inside of a tube in the most central part of the tube, the inner edges of these tubes, remains static the fluid (an air layer static) that is heated by electric heaters with it, keeping this layer of air with high temperature to a point that the Pilots can not connect (Torn ON) on the ground such heating (only if be in very low temperatures to avoid being burned such resistance), as can be seen is
during the landing procedure was with the wind very unstable, and this means that, the aircraft had a speed variation indicated in the instruments too large, change the airspeed as a result, which can lead it to a loss (stall) at low altitudes. I should mention that the aircraft should cross the runway threshold at a height of 50 feet (15 meters) with a indicated equal loss speed (stall speed) plus 5 % of that (stall speed), plus the wind correction and gusting correction, in this case, approximately 15 km / h , If the pilot correct the approach speed to more of this value during the land procedure, the aircraft will go beyond the end of Runway, if the pilot correct the approach speed to less of the previous establish value of speed , he can go to stall speed of the aircraft at low altitude!Now watch, the aviator watches the track to runway about 3 miles away , considering the ramp and ceiling informed ( the angle of the slope is + or - 3 degrees ) the aviator sees a place that look like a coffin (a imaginary rectangular place that has four big wall, that after you get inside of these walls, you cannot go out of the coffin) and cannot do a missing approaching procedure after touchdown, (could do the missing approaching procedure if the reverse do not be operated, but the reverse is normally open immediately after touchdown to get the aircraft on the ground , stuck on the ground), this feeling does the aviator only thinking that he has not chance to miss the one thousand mark (two parallel white marks of one thousand feet or three hundred meters at the beginning of the runway) because, if the Pilot loses this reference, he does not know how many distance he has to reach the end of the Runway ... Then , the Pilot puts down literally the aircraft onto one thousand mark of the Runway ( Normally the rate of decent is from 600 to 800 ft / min) to ensure that landed at the beginning of the Runway, and probably in this Air Crash is the same cause of Boeing crashed in Colombia, the pilot hit too hard and ruptured the fuel tanks and the engines are below the fuel tanks, so we can imagine the fuel passing over the flaming torches and observe the explosion of the aircraft in our minds !If the RMAP were applied today, the aviator of this air crash would not be so worried to enter in the coffin (a imaginary rectangular place that has four big wall, that after you get inside of these walls, you cannot go out of the coffin) without being able to do a missing approaching procedure, therefore, he did not put the aircraft on the runway so hard, if he needed to do a missing approaching procedure, he would be guaranteed by the RMAP, like he has a guaranteed the takeoff by the V1.Therefore, observing the dynamics in the landing procedure, according to
the operational logic of the Aviator mind, it get clear that, the real cause of the air crash on Russia that killed 50 innocent people, was the no application of the RMAP!Mr. Attorney Rodrigo Di Grandis, you have more these 50 deaths on your shoulders! One day, you will pay regard to God!If an accident like this happens here in Brazil, you will be criminally liable as a murderer, do not forget that!Friends Anonymous Please, show or send the articles in English that indicate that the Brazilian Authorities Recognized the RMAP, The Mathematical concept, The RMAP Operational Concept, etc. . . To newspapers in Russia, specially to the city of the accident, if possible, to the President of that Republic! (Anonymous from there! Anonymous from Western and Eastern Europe! Anonymous in USA ! )Mr. Attorney Rodrigo Di Grandis? Have you ever wondered, if the son (or daughter) of you will be in the next air crash like this accident, here in Brazil?You will exclaim:My God!You will be responsible for the death of your son (daughter)?Thank you for your attention. Roberto Milan.(Este abaixo foi traduzido pelo Google)(This translation was done by Google)Dear Anonymous and Attorney Rodrigo Grandis Di !50 innocent people died in Russia this weekend for the lack of implementation of RMAP , this time , the son of the President of the Republic which is attached to Russia died !But why RMAP is responsible for this accident ?We have to observe the dynamics of the operation of a jet aircraft as the priority of thought to making attitude of an airman was on a landing like this :In this case, the atmospheric conditions were as CNN , ceiling (or where the lower part of the cloud ) + or - 250 meters , wind about 30 -something km / h gusting to 45 km / h . What does this mean ? Simply that the aviator who landed the aircraft landed with the wind unstable , do not know if sideways ( Side ) , front or tail , because I do not know which direction the track in question , and not sure if the vente was northwest ( for it does not speak in the direction ) .It is important to know that the aircraft upon landing wind was very unstable , and this means that the aircraft had a speed variation indicated in the instruments too large, change in airspeed as a result , which can lead to a loss at low altitudes . I should mention that the aircraft should cross the runway threshold at a height of 50 feet (15 meters) with a speed loss , plus 5 % of that , plus the wind correction and further correction of burst , in this case approximately 15 km / h . If the pilot can correct for more land and pull down the runway ( beyond the end of Runway ) , if the pilot to correct for less , you can suffer a loss of lift at low altitude !Now watch , aviator watches the
track about 3 miles away , considering the ramp and ceiling informed ( the angle of the slope is + or - 3 degrees ) Airman see a caxao , he has to get into this coffin, and can not swoop after touch down , ( could not open the interlocked , but the reverse is normally open immediately after touch down to get the aircraft on the ground , stuck on the ground ) , this makes the aviator only think of not to miss the track of thousand ( band of thousand feet or three hundred meters , " Those two tracks at the beginning of the tracks " ) because if the wrong track , the pilot loses if the reference is at the beginning of the track ... Then , the pilot plays literally the aircraft onto the runway ratio ( Normal relation to decide on the track and 600 to 800 ft / min) to ensure that landed at the beginning of the track, and probably in this case , as in the case of accident Colombia, the pilot hit too hard and ruptured the fuel tanks and the engines are below the same as flaming torches , is very easy to imagination flow and observe the explosion of the aircraft in our minds !If the RMAP were applied today , the aviator would have a concern entering the coffin ( Track no rush ) without being able to pounce therefore not put the aircraft on the runway so hard , if I had to lunge , would be guaranteed the RMAP , and have the assurance of V1 at the time of takeoff .Therefore , observing the dynamics of the perception of the landing , according to the operational logic of the Aviator is clear the real cause of the crash of Russia that killed 50 innocent !Mr. Attorney Rodrigo Di Grandis , these deaths has more on his shoulders ! One day , you will be accountable to God !If an accident happens like this here in Brazil , you will be criminally liable as a murderer, do not forget that !Friends Anonymous Please , show the articles in English that indicate that the Brazilian Authorities recognized the RMAP , The Mathematical concept , the operational concept , etc. . ; .. for newspapers of Russia , in particular the city of the accident , if possible, to the President of that Republic ! ( The Anonymous there! From Western and Eastern Europe ! In USA ! )Attorney , have you ever wondered if a son ( or daughter ) of the Lord is the next accident here in Brazil ?You will exclaim :My God !Thank you for your attention.I have to go now 13:30 for the job ! ( I had to do in a hurry and do not fix ! Please Blog Post yours)Roberto Milan .In Portuguese NOW !!!From: robertomrmilan@hotmail.comTo: aprigioperossi@hotmail.com; anonbrpt@anonymousbrasil.com; robertomrmilan@gmail.com; rgrandis@prsp.mpf.gov.br;jrighas@prsp.mpf.gov.br; rodrigograndis@mpf.mp.brSubject: Mais 50 pessoas mortas pela falta da aplicacao da RMAP!Date: Mon, 18 Nov 2013 15:24:18 +0000Caros Anonymous e
Procurador Rodrigo Di Grandis!50 pessoas inocentes morreram na Russia neste fim de semana pela falta da aplicacao da RMAP, desta vez, o filho do Presidente da Republica que e anexada a Russia morreu!Mas, por que a RMAP e a responsavel por este acidente?Temos que observar a dinamica da operacao de uma aeronave a jato conforme a prioridade dos pensamentos para tomada de atitude de um aviador em um pouso como foi este:No caso, as condicoes atmosfericas conforme a CNN eram, Teto (ou onde esta a parte mais baixa das nuvens) + ou - 250 metros, Vento de aproximadamente 30 e poucos km/h com rajadas de 45 km/h. O que isto significa? Simplesmente que, o aviador que pousou a aeronave pousou-a com vento instavel, nao sei se de traves (De lado), de frente ou de cauda, pois, nao sei qual o direcionamento da pista em questao, e nao tenho certeza se o vente era de noroeste (por isto nao falo na direcao).O importante e sabermos que, a aeronave no momento do pouso tinha vento muito instavel e isto significa que, a aeronave tinha uma variacao de velocidade indicada nos instrumentos muito grande, consequentemente variacao na velocidade aerodinamica, o que pode levar a uma perda a baixa altura. Devo informar que, a aeronave deve cruzar a cabeceira da pista a uma altura de 50 pes (15 metros) com uma velocidade de perda, mais 5% dessa, mais a correcao do vento e ainda a correcao da rajada, neste caso de aproximadamente 15 km/h. Se o piloto corrigir para mais pode pousar e varar a pista (ultrapassar no final da Pista), se o piloto corrigir para menos, pode sofrer uma perda de sustentacao a baixa altura!Agora observe, o aviador observa a pista a uns 3 km de distancia, considerando a rampa e o teto informado (o angulo da rampa e de + ou - 3 graus) o aviador ver um caxao, ele tem que entrar neste caixao, e nao pode arremeter apos tocar na pista, (poderia se nao abrisse o revesso, porem o reverso e normalmente aberto imediatamente apos tocar na pista para fazer a aeronave ficar no chao, colada no chao), isto faz o aviador so pensar em nao errar a faixa dos mil (Faixa dos Mil Pes ou trezentos metros, "Aquelas duas faixas no comeco das pistas") pois se errar a faixa, o piloto perde a referencia se esta no comeco da pista... entao, o piloto joga literalmente a aeronave sobre a pista (razao normal que toca na Pista e de decida de 600 a 800 Pes/min) para garantir que pousou no comeco da pista, e provavelmente neste caso, como foi no caso do acidente da Colombia, o piloto bateu com muita forca e rompeu os tanques de combustivel, e como os motores ficam logo abaixo dos mesmos como macaricos ardendo, fica muito facil a imaginacao fluir e observarmos a explosao da aeronave em nossas mentes!Se a RMAP estivesse aplicada nos dias de hoje, o aviador nao teria a preocupacao de entrar no caixao (Pista sem arremetida) sem poder arremeter, consequentemente, nao colocaria a
Flight Safety is more important than Any Aircraft; The Aircraft must to get good limitation of the Maximum Brake Energy Speed, just it!!! Flight Safety is Air Security, if any Aircraft is not Safety, must to be Grounding, just it... Roberto MilanRMAP SIMPLES MATHEMATIC CONCEPTRMAP is a runway missing approaching point that is equal the runway land length available minus maximum land weight V1 length running by the aircraft minus 300 meters plus the length running by the aircraft due the lost of time to take action.RMAPjm = LDA [ MLWV1 MappflapLT (300m + X)]Roberto Milan.SIMPLIFIED RMAP FORMULAFORMULA RMAPjmappflapm( RMAP to Jet aircraft using missing approaching flap without ACRT )RMAPjm = RWLT [ MLWV1MappflapLT ( 300m + X)] or RMAPjm = LDA [ MLWV1 MappflapLT (300m + X)]RMAPj ( RMAP to Jet aircraft using missing approaching flap without ACRT ) ACRT ( Automatic Closing Reverser with Thrust power ) LDA (Land distance Available) X { Meters (m) lost to close the reverser and reaching full thrust power} M ( Maximum ) LT ( Length ) L (Landing ) W ( Weight ) m (Meter)Mappflap (Missing approaching flap)The correction of runway contamination and another correction more are in the V1 values. Something more can be including for an other proposal. Roberto Milan
Enviado, CPF 255826313-72 Roberto Melo Rodriguez MilanNao estou conseguindo pegar o Comprovante!!!Escrevi ara Felo!!Felo Cade o Comprovante de Deposito e de retorno, Eu e meus Irmaos recisamos ara mandar para a Presidente e todos os Congressistas aqui no Brasil e nos USA!!! Alem de Publicar!!!Vamos falar a ele pra depositar de novo. Estou no aviao indo pra Miami, Florida. Mas deixo ele saber. Bjos. Sdds. Veja se vem passar um tempo conosco.E para mandar, a conta e aquela!!! Eu estou usando!!! Caixa Economica Federal Agencia 0745 ; OP 013 (Siguinifica Conta Pouanca) Numero da Conta e 34964-2 ; Fui a Agencia e com o Meu CPF e Nome Completo nada de Dinheiro foi Enviado, CPF 255826313-72 Roberto Melo Rodriguez MilanOk.Nao estou conseguindo pegar o Comprovante!!!Ok Roberto. Vai ser enviado de novo.Para Felo, tirar uma Fotocopia e enviar para os meus e-mails que falei!!!OkOs Hackers deles estao dificutando, Sabem que isso e a prova real do que eles fazem!!!Escrevi ara Felo!!Felo Cade o Comprovante de Deposito e de retorno, Eu e meus Irmaos recisamos ara mandar para a Presidente e todos os Congressistas aqui no Brasil e nos USA!!! Alem de Publicar!!!Vamos falar a ele pra depositar de novo. Estou no aviao indo pra Miami, Florida. Mas deixo ele saber. Bjos. Sdds. Veja se vem passar um tempo conosco.E para mandar, a conta e aquela!!! Eu estou usando!!! Caixa Economica Federal Agencia 0745 ; OP 013 (Siguinifica Conta Pouanca) Numero da Conta e 34964-2 ; Fui a Agencia e com o Meu CPF e Nome Completo nada de Dinheiro foi Enviado, CPF 255826313-72 Roberto Melo Rodriguez MilanOk.Nao estou conseguindo pegar o Comprovante!!!Ok Roberto. Vai ser enviado de novo.Para Felo, tirar uma Fotocopia e enviar para os meus e-mails que falei!!!OkOs Hackers deles estao dificutando, Sabem que isso e a prova real do que eles fazem!!!Vou eserar o e-mail com uma copia Xerocada, Fotocopia do Comprovante que mandaram, ISSO e muit GRAVE MESMO e tem que ser Denunciado!!!Ja mandei o email com o recibo, tem paciencia, talvez tenha sido algun engano , fala com o gerente que ele te ajuda BobMandem de um PC qualquer o e-mail para minhas contas de e-mails ja informadas, (MAS, tirem xerox, ISSO E MUITO IMPORTANTE MESMO!!!E do que foi enviado e nao chegouTenho que ir trabalhar agora!!!Mandei um email para ti agora mesmo com a copia do recibo BobNao chegou, estao bloqueando o Celular de Voces!!Facam com que alguem mande de outra conta1Tirem xerox e scaneem em um PC desconhecido, tem Lan house ai? Facam em uma!!!Nao adianta!!! Nao consigo!!!Os Hackers deles sao bons tambem!!!Temos algumas restricoes!!Tu tens que abrir o email Bob, e so issoA Xerox e um scaneamento em um PC desconhecido e envio tambem or uma conta e PC desconhecido faz eu receber!!!Ok Bob , agora vou dormir , cheguei agora do trabalho , estou com sonoAcredita, meu e-mail e muito seguro, robertomrmilan@hotmail.com e robertomelorodriguezmilan@gmail.com, abram uma conta ou varias contas no outlook e enviem por ela, ficara codificado or nossos hackers!!Pecam a alguem que tenha contas do Hotmail ou outlook para mandar!!VERY IMPORTANT NEWS
citizens of all countries around the world...Thank you for your attention and comprehension.Roberto MilanSEXTA-FEIRA, 23 DE JANEIRO DE 2015French AUTHORITIES want to delete (ERASE) data from the FDR and CVR of Air Asia 8501 as they did in VCR and FDR of Air France 296 and Air France 447 RUGGED !!!Link of this Article: http://robertomrmilan.blogspot.com.br/2015/01/french-authorities-want-to-delete-erase.htmlWhy the French AUTHORITIES want to delete (ERASE) data from the FDR and CVR of Air Asia 8501 as they did in VCR and FDR of Air France 296 and Air France 447 RUGGED ?The French AUTHORITIES want that we do not know what the pilots of AIR ASIA 8501 spoke thing like these !WE lost ALL control of the aircraft !!!What is Happen ???I can NOT Control the Aircraft !!!I Am NOT CONTROLLING the AIRCRAFT !!!I CAN NOT UNDERSTAND IT !!!We have to pay attention in the real data information and the voices of pilots of Air Asia 8501, inasmuch as it is well known, it is usual act of the French authorities to erase data from data recorders and voices recorders of Aircraft type Airbus that got air crash in order to blaming aviators to thereby protect the French aircraft manufacturing which has a history unexplained accidents poorly scientifically for purely economic interests at the expense of the the security of thousands of people around the world who use the air service.In the case of AF 296 pilot was guilty and lost his pilot's license to fly passenger transport aircraft, ruined the professional life of the Captain Michel Asseline 44 years old at the time and twenty years flying with the Air France A true crime committed by French authorities and supported by the FRENCH JUDICIARY POWER, which like any JUDICIARY POWER in the world never had its members chosen by the French People (people of each country) thus ensuring one of the biggest frauds in the Republic that should have three Independent Powers arising from the will of the people, BUT as I said the Republic French as well as all other Republics, are a Great Fraud that held POWER in the hand of the Mighty by the JUDICIARY POWER, that's the reason the Air Bus continue killing people all over the world!Inform although in the case of AF 296, the problem was in Alpha Mode System that aims to prevent the aircraft sustaining loss and literally takes control of the engines and flight controls, SO, the Aviator Commander Michel Asseline AF 296 became a single passenger to the aircraft colliding with the trees killing 5 people!In the case of flight AF 447, The data of the CVR and FDR were also deleted leaving only traces that put in doubt attitudes of the Pilots, very well orchestrated deletions of data and was passed to the world's population that the Pilots were wrong and that would have been a failure in the Pitot tubes, BUT, in reality, the fluid moves inside of a tube in the most central part of the tube, the inner edges of these tubes, remains static the fluid (an air layer static)
abeam wind (Side), head wind or tail wind, because I do not know which direction the land track in question, and I Am not sure if the wind was northwest (for this reason, I do not speak in the direction of the wind).It is important to know, that the aircraft during the landing procedure was with the wind very unstable, and this means that, the aircraft had a speed variation indicated in the instruments too large, change the airspeed as a result, which can lead it to a loss (stall) at low altitudes. I should mention that the aircraft should cross the runway threshold at a height of 50 feet (15 meters) with a indicated equal loss speed (stall speed) plus 5 % of that (stall speed), plus the wind correction and gusting correction, in this case, approximately 15 km / h , If the pilot correct the approach speed to more of this value during the land procedure, the aircraft will go beyond the end of Runway, if the pilot correct the approach speed to less of the previous establish value of speed , he can go to stall speed of the aircraft at low altitude!Now watch, the aviator watches the track to runway about 3 miles away , considering the ramp and ceiling informed ( the angle of the slope is + or - 3 degrees ) the aviator sees a place that look like a coffin (a imaginary rectangular place that has four big wall, that after you get inside of these walls, you cannot go out of the coffin) and cannot do a missing approaching procedure after touchdown, (could do the missing approaching procedure if the reverse do not be operated, but the reverse is normally open immediately after touchdown to get the aircraft on the ground , stuck on the ground), this feeling does the aviator only thinking that he has not chance to miss the one thousand mark (two parallel white marks of one thousand feet or three hundred meters at the beginning of the runway) because, if the Pilot loses this reference, he does not know how many distance he has to reach the end of the Runway ... Then , the Pilot puts down literally the aircraft onto one thousand mark of the Runway ( Normally the rate of decent is from 600 to 800 ft / min) to ensure that landed at the beginning of the Runway, and probably in this Air Crash is the same cause of Boeing crashed in Colombia, the pilot hit too hard and ruptured the fuel tanks and the engines are below the fuel tanks, so we can imagine the fuel passing over the flaming torches and observe the explosion of the aircraft in our minds !If the RMAP were applied today, the aviator of this air crash would not be so worried to enter in the coffin (a imaginary rectangular place that has four big wall, that after you get inside of these walls, you cannot go out of the coffin) without being able to do a