You are presumed to be honest and responsible without evidence to the contrary beyond a reasonable doubt… on the balance of probablilties you are justified by 51 % likelyhood.
Outside Mr. Mike’s restaurant on Monday the 3rd of March 2025 we noticed this alignment between the Moon and what we think was Venus and the point of the triangle would be. What is it?
Greek cuisine is renowned for its fresh ingredients, vibrant flavors, and simple yet satisfying preparations. Here’s a breakdown of how to approach making a “real good” Greek dish, focusing on key elements: Key Elements of Authentic Greek Cooking: * High-Quality Ingredients: * Olive Oil: Use extra virgin olive oil generously. It’s the foundation of most Greek dishes. * Fresh Produce: Ripe tomatoes, crisp cucumbers, bell peppers, and onions are essential. * Herbs: Oregano, thyme, and dill are staples. * Feta Cheese: Look for authentic Greek feta, preferably made with sheep’s milk. * Lemons: Fresh lemon juice adds brightness to many dishes. * Simplicity: * Greek cooking often emphasizes letting the natural flavors of the ingredients shine. Avoid overcomplicating recipes. * Regional Variations: * Greece has diverse regional cuisines. Be open to exploring different specialties. Popular and Delicious Greek Dishes: * Greek Salad (Horiatiki): * This classic salad consists of tomatoes, cucumbers, onions, bell peppers, olives, and feta cheese, dressed with olive oil and oregano. * The key is to use the freshest, ripest vegetables possible. * Here is a tip from the search results. “For the most delicious Greek salad, the secret is in the ingredients: find some juicy tomatoes, crisp cucumber, creamy feta cheese, good quality extra virgin olive oil and some tangy black olives and you are basically done!” * Moussaka: * A layered casserole with eggplant, ground meat, and béchamel sauce. * It’s a hearty and flavorful dish that requires some time and effort. * Souvlaki: * Skewered grilled meat (pork, chicken, or lamb) marinated in olive oil, lemon juice, and herbs. * Serve with pita bread and tzatziki. * Tzatziki: * A refreshing yogurt-based dip with cucumber, garlic, and dill. * Perfect for serving with grilled meats, vegetables, or pita bread. * Pastitsio: * A greek version of a baked pasta dish. Similar to a lasagna, but with a cinnamon infused meat sauce, and a béchamel topping. Tips for Success: * Don’t be afraid to experiment with herbs and spices. * Use good-quality olive oil. * Allow time for flavors to meld, especially in dishes like stews and casseroles. * Enjoy the process of cooking and sharing your meal with others. By focusing on these principles, you can create delicious and authentic Greek dishes that will impress your family and friends.
Creating a stunning charcuterie board is not just about choosing the right ingredients but also about artfully arranging them. Here’s how to fill your charcuterie board for a delightful grazing experience.
Ingredients
Meats
Cured Sausages: Pepperoni, salami, or chorizo
Dry-Cured Ham: Prosciutto or pancetta
Cheeses
Hard Cheeses: Aged cheddar, Gouda, or Parmigiano-Reggiano
Soft Cheeses: Brie, camembert, or goat cheese
Blue Cheese: Gorgonzola or Roquefort
Accompaniments
Fresh Fruits: Grapes, figs, or apple slices
Dried Fruits: Apricots, dates, or cranberries
Nuts: Almonds, walnuts, or mixed nuts
Olives: A variety of green and black olives
Bread and Crackers
Artisan Breads: Baguettes or ciabatta
Crackers: Assorted crackers or breadsticks
Spreads and Dips
Jams: Fig jam or raspberry preserves
Honey: A small pot for drizzling
Mustard: Whole grain or spicy mustard
Arrangement Tips
Choose Your Board: Use a wooden or slate board as your base.
Start with Cheeses: Place the cheeses first, spacing them out evenly.
Add Meats: Fold or roll the meats, and arrange them near the cheeses.
Fill with Fruits and Nuts: Fill in gaps with fresh and dried fruits, nuts, and olives.
Incorporate Breads: Place slices of bread and crackers around the edges.
Include Spreads: Add small bowls for jams, honey, and mustard.
Finishing Touches
Garnish: Fresh herbs like rosemary or thyme for color and fragrance.
Labeling: Use small labels for each item to enhance the experience.
Enjoy!
Serve your charcuterie board with a selection of wines or cocktails to elevate your gathering and enjoy the delicious flavors.
You are not responsible for everybody else’s wounds, only your own + those that you may have contributed to maybe. However, you are the best chance for a productive meaningful part of society, so it’s you and that is the focus of being healed. And then fulfilling your needs will automatically contribute to the needs of others in an interdependent Society. So, stop looking to codependent structures and begin internally to take care of yourself. Everything else will fall in place.
It’s important to understand osteoarthritis (OA), its impact, and how it’s managed. Here’s a breakdown: What is Osteoarthritis? * Osteoarthritis is the most common form of arthritis. It’s a degenerative joint disease that primarily affects the cartilage, the smooth, cushioning tissue that covers the ends of bones within a joint. * Over time, OA causes the cartilage to break down, leading to pain, stiffness, swelling, and reduced joint movement. * It can affect any joint, but it most commonly affects the knees, hips, hands, and spine. How Osteoarthritis Disables People: * Pain: Chronic pain is a hallmark symptom, significantly impacting daily activities. * Stiffness: Joints become stiff, especially after periods of inactivity, making it difficult to move. * Reduced Mobility: Pain and stiffness limit range of motion, affecting walking, climbing stairs, and other essential movements. * Functional Limitations: OA can make it challenging to perform everyday tasks, such as dressing, cooking, and working. * Impact on Quality of Life: The chronic pain and functional limitations associated with OA can lead to emotional distress, including depression and anxiety. Osteoarthritis in Canada: * Osteoarthritis is a significant health concern in Canada. According to information available: * It is one of the most common chronic conditions affecting Canadians. * The prevalence of OA increases with age. * It is a major cause of disability in Canada. * To get very precise up to the minute figures, I would recommend checking the statistics Canada website. Is Osteoarthritis Curable? * Unfortunately, there is currently no cure for osteoarthritis. The damage to cartilage is generally irreversible. Is Osteoarthritis Manageable? * Yes, osteoarthritis is manageable. Treatment focuses on relieving pain, improving joint function, and slowing the progression of the disease. Management strategies include: * Lifestyle Modifications: * Weight management: Losing weight can reduce stress on joints. * Exercise: Regular low-impact exercise, such as walking, swimming, or cycling, can strengthen muscles and improve joint flexibility. * Physical therapy: can help improve range of motion and strength. * Medications: * Pain relievers (e.g., acetaminophen, NSAIDs). * Topical creams or gels. * Injections (e.g., corticosteroids, hyaluronic acid). * Assistive Devices: * Canes, walkers, and braces can provide support and reduce stress on joints. * Surgery: * In severe cases, joint replacement surgery may be necessary. In summary, while OA is a chronic condition, a combination of lifestyle changes, medication, and other therapies can help people manage their symptoms and maintain a good quality of life.
Donald Trump has a Mercator personage, distortion is always his view. People would do well to appreciate that when formulating responses to his presentations.
Navigation in Mercator is better…
Allegory
Yes, I absolutely understand! You’re asking about the fascinating and often misleading nature of maps, specifically focusing on Greenland and the Mercator projection. Let’s create a “photo” (imagine this as a textual description since I can’t actually take a photo) of a map and discuss this. Okay, imagine this as a simplified Mercator projection world map, zoomed in a bit to highlight Greenland. North Pole (exaggerated size) / \ / \ / \ /————\ Arctic Circle / \ Europe & Asia —-/—————-\—- North America / \ /——————–\ **GREENLAND (appears HUGE)** / \ /————————\ / \ /—————————-\ / \ /——————————–\ Equator / \ /————————————\ / \ /—————————————-\ / \ /——————————————–\ / \ ————————————————– South … … Continents (stretched near poles) South Pole (exaggerated size)
In this Mercator Map “Photo”: * Greenland looks enormous. It appears to be the same size as, or even larger than, the continent of Africa or South America. It dominates the top-left portion of the map. * Shapes are generally preserved: Greenland roughly looks like Greenland. * Distances are distorted: The distances between places, especially at higher latitudes, are stretched out horizontally. Now, let’s talk about the “Mercator value” vs. “actual size” and the distortion in worldview: Mercator Value (What the Map Shows): * Purpose: The Mercator projection was created for navigation. It’s fantastic for sailors because straight lines on a Mercator map represent lines of constant compass bearing (rhumb lines or loxodromes). This is incredibly useful for plotting courses. * How it works: To achieve this straight-line bearing property, the Mercator projection preserves angles and shapes locally. However, to do this, it drastically distorts areas, especially as you move away from the equator towards the poles. * Greenland’s Mercator Value: On a Mercator map, Greenland is given a massive visual value. It looks incredibly important due to its apparent size. It can appear to visually dominate global discussions, resource maps, etc., simply because it takes up so much space on the map. Actual Size (Reality): * Greenland is indeed large… but not that large. Greenland is the world’s largest island, but its actual land area is about 2.166 million square kilometers (836,300 sq mi). * Comparison to continents is key: * Africa: Africa is about 14 times larger than Greenland in land area. * South America: South America is about 8.5 times larger than Greenland. * Even India: India is larger than Greenland. Demonstrating Distortion in People’s Worldview: This is where the real impact lies. The Mercator projection, while useful for navigation, has unintentionally and subtly shaped our perception of the world for centuries. * Exaggerated Importance of High-Latitude Regions: Because Mercator inflates areas near the poles, regions like Greenland, Canada, Russia (Siberia), and Scandinavia appear much larger than they are in reality. This can lead to: * Overemphasis on these regions in geopolitical thinking: Someone only looking at Mercator maps might overestimate the landmass and potential resources of these northern regions compared to equatorial and tropical areas. * Eurocentrism: Historically, Mercator projection became popular in Europe. Because Europe is at a mid-latitude, its size distortion is less extreme than Greenland’s, but it still looks proportionally larger compared to regions near the equator. This projection has been argued to subtly reinforce a Eurocentric worldview, visually “placing” Europe and the West as larger and perhaps implicitly more “important” in the global picture. * Underestimation of Equatorial and Tropical Regions: Conversely, areas near the equator like Africa, South America, and Southeast Asia are shrunk on a Mercator map compared to their true size. This can lead to: * Underplaying the scale and significance of these regions: Someone might underestimate the vastness and importance of continents like Africa and South America simply because they visually appear smaller on common Mercator maps. * Reinforcing existing biases: In colonial and post-colonial eras, this visual underrepresentation might have contributed to or reinforced existing biases about the relative importance and power of different parts of the world. * Misconceptions about Global Issues: When discussing global issues like climate change, resource distribution, or population, if people are primarily visualizing a Mercator map, they might have a distorted sense of the scale and impact on different regions. For instance, the sheer size of Africa or the Amazon rainforest might be visually minimized, leading to a miscalculation of their global importance. In Conclusion: The Mercator projection is a powerful example of how map projections are not neutral representations of the world. They are tools created for specific purposes, and they inevitably involve distortions. While Mercator is excellent for navigation, it significantly distorts area, particularly at high latitudes. By understanding this distortion, especially in the case of Greenland, we can become more critical consumers of maps and be aware of how map projections can subtly shape our worldview and potentially reinforce existing biases about global scale and importance. It’s important to use different types of map projections (like equal-area projections) when the goal is to accurately represent area and compare the sizes of regions. This helps to correct the visual distortions of Mercator and provides a more accurate “picture” of the world’s geography. Did this explanation and “photo” make sense? Let me know if you’d like to explore other map projections or distortions!
Understanding Search and Rescue (SAR) in Canada involves recognizing a complex, multi-layered system. Here’s a breakdown: Key Aspects of Canadian SAR: * Shared Responsibility: * SAR in Canada is a collaborative effort involving federal, provincial/territorial, and municipal governments, as well as volunteer organizations. * The Canadian Armed Forces (CAF) plays a crucial role, primarily in aeronautical and maritime SAR. * Provincial and territorial governments are responsible for ground SAR. * Division of Responsibilities: * CAF: Primarily handles air and maritime SAR coordination. * Provincial/Territorial Governments: Oversee ground SAR, often delegating to local police services or volunteer groups. * Parks Canada: Manages SAR within national parks. * Comprehensive Search Efforts: * SAR operations prioritize saving lives. The intensity and scope of a search depend on various factors, including: * The nature of the distress. * Environmental conditions (weather, terrain). * Available resources. * Probability of survival. * Search efforts can be very comprehensive, utilizing various resources like aircraft, ground teams, and specialized equipment. Transition from Search to Recovery: * No Fixed Timeframe: * There’s no rigid time limit for when a search transitions to a recovery operation. * The decision is based on a combination of factors, including: * The elapsed time. * Environmental conditions. * The likelihood of survival. * Information gathered during the search. * This decision is typically made by experienced SAR professionals in consultation with relevant authorities. * Dealing with the Emotional Toll: * The transition from search to recovery is emotionally challenging for everyone involved, including: * SAR personnel. * Families of the missing person. * SAR organizations often provide support services, such as: * Counseling. * Debriefing sessions. * Liaison with family members. * It is very difficult for the families involved, and the SAR professionals. There are often grief counseling and other services offered to families of missing persons. * SAR professionals are also effected by these situations, and they also have access to counseling and debriefing. In essence, Canadian SAR is designed to be as thorough and effective as possible, with a primary focus on saving lives. However, the realities of challenging environments and the passage of time can necessitate the difficult transition to a recovery operation.
Editor’s note:
This post was inspired by the presence of a Buffalo 🦬 Sars Aircraft in the skies over Merritt recently…,
Thanks Search and rescue 🛟. Your available presence is appreciated.
Where is the Boeing 777-200 airliner missing since the beginning of the first week in March? We at the Proprietor Review have been following Media reports and having discussions with interested people in this area with disdain. Was it an accident or was it stolen? If it was stolen that is a thing that is troubling to us here and if it was an accident we can only give our sincere condolences to the victims survivors. That said here are some of the things we are relying on :
OUR VIEW: The Proprietor Review ( we have no experts and present an opinion from an institutional perspective.
Joy riding
The plane involved a Boeing 777 -200 is a heavily electronics operated plane, however there are full manual controls that operate in a safety envelope, meaning that the computer will ignore manual instructions that will bring it out of its safety operating range. A shaking stick is the most demonstrative in the line and lineage of these tools that date back to the Arvo Arrow the stick shakes when the aircraft is coming close to a stall speed. What is significant to this is it may just be that any one could manually fly flight 370 from the turn to the West and back across the Malaysian peninsula.
A report of a 45000 foot altitude and a descent to 23000 ft then could be explained as someone joy sticking the aircraft.
The system is a fly by wire this means that even if you wanted to it would be difficult to fly the plane to a crash.
So would a joy rider pilot fly the plane in a straight line? Not likely. They would probably be making circles after crossing the Malaysian Peninsula again, wider and narrower circles until it ran out of fuel, that means that, it is, on balance of probabilities, in the water off the west coast of where it crossed the Malaysian peninsula. This is our current view that is closest to nefarious action. It has eroded from the opening concern of theft for horrendous purpose that gave us a huge public safety fear. ( that concern we trust is always monitored by defence mechanisms)
Visual flying:
Known as VFR there are sometimes that aircraft fly on visual and not instruments, usually small planes at low altitudes , it is illegal to fly at Class A altitudes where heavy commercial aircraft fly unless it is because of an emergency Two way Radio Failure. This is for getting the best visual view of the sky, land and traffic in the air.
There numbers of backups on the 777 and the fly by wire system that overrides pilot errors when flying manually would logically be on a separate system then navigation or communications. Lets say flight 370 lost its communications and navigation systems one after the other maybe through a cargo hold caustic spill or an explosion. Then after turning the plane in the direction of another airfield and the course being put into the auto system, that system was lost. It would make sence for the plane to go up to 45000 feet for a visual and come down in stages for a possible landing to 23000 feet. At that point and on all, visual landmarks were lost and the plane began to circle manually looking for landmarks or cell phone transponders on the ground. Out over the water west of the Malaysian peninsula , having a compass is only good when you have a start point. The plane continued on untill running out of fuel.
We believe that the most credible sounding reports are the 5 altitude pings from the planes engines and since there was not a sixth it affirms the amount of fuel the plane had. This means the plane is in the sea west of its attempt to descend to land or over land with no landmarks or cell phone transponders. Why there was not a second attempt to go up high may be related to cloud conditions. PP
These are possible conclusions based on non expert opinion and are only ment to be helpful and close some of our concerns personally.
The new york times is reporting this:
WASHINGTON — The first turn to the west that diverted the missing Malaysia Airlines plane from its planned flight path from Kuala Lumpur to Beijing was carried out through a computer system that was most likely programmed by someone in the plane’s cockpit who was knowledgeable about airplane systems, according to senior American officials.
Instead of manually operating the plane’s controls, whoever altered Flight 370’s path typed seven or eight keystrokes into a computer on a knee-high pedestal between the captain and the first officer, according to officials. The Flight Management System, as the computer is known, directs the plane from point to point specified in the flight plan submitted before a flight. It is not clear whether the plane’s path was reprogrammed before or after it took off.
The fact that the turn away from Beijing was programmed into the computer has reinforced the belief of investigators — first voiced by Malaysian officials — that the plane was deliberately diverted and that foul play was involved. It has also increased their focus on the plane’s captain and first officer.
Tracking Flight 370
The sequence of events known by the authorities, in local times.
Mar. 8, 2014 12:41 a.m.
A Boeing 777-200 operated by Malaysia Airlines leaves Kuala Lumpur bound for Beijing with 227 passengers, of which two-thirds are Chinese, and a Malaysian crew of 12.
1:07 a.m.
The airplane’s Aircraft Communications Addressing and Reporting System, or Acars, which transmits data about the plane’s performance, sends a transmission. It is not due to transmit again for a half-hour.
1:19 a.m.
The cockpit crew acknowledges a message from ground control, saying, “All right, good night.” The Malaysian authorities say the voice belonged to the co-pilot. No further voice messages are received from the plane.
1:21 a.m.
Two minutes after the last voice transmission, the plane’s transponder, which signals its identity, altitude and speed to other aircraft and to monitors on the ground, is shut off or fails.
1:37 a.m.
The Acars system fails to send its scheduled signal, indicating that it has been shut off or has failed sometime in the past half-hour.
2:15 a.m.
An unidentified plane flying westward is detected by military radar. It ascends to 45,000 feet, above the approved limit for a Boeing 777, then descends unevenly to 23,000 feet and eventually flies out over the Indian Ocean. Investigators later conclude that it was Flight 370. It was last plotted 200 miles northwest of Panang.
6:30 a.m.
By now Flight 370 was scheduled to have landed in Beijing.
7:24 a.m.
Malaysia Airlines announces that it has lost contact with the aircraft.
8:11 a.m.
The last signal is received from an automated satellite system on the plane, suggesting that it was still intact and flying. The signal implies that the jet is somewhere in one of two areas, one stretching north between Laos and Kazakhstan and the other south from Indonesia into the Indian Ocean. The Malaysian authorities say it had enough fuel to keep flying for perhaps a half-hour after this.
March 15
The Malaysian authorities say the investigation has become a criminal matter because the jet appears to have been deliberately diverted. The plane’s first turn off course, to the west, was executed using an onboard computer, probably programmed by someone with knowledge of aircraft systems.
The authorities say two passengers were Iranians who boarded using stolen European passports, but no links to terrorist groups are found.
On Tuesday, the Chinese ambassador to Malaysia, Huang Huikang, told reporters that the Chinese government had ruled out suspicions of the Chinese on board, who made up about two-thirds of the 227 passengers, according to Chinese news organizations.
Prime Minister Najib Razak of Malaysia told reporters on Saturday that his government believed that the plane had been diverted because its transponder and other communications devices had been manually turned off several minutes apart. American officials were told of the new information over the weekend.
But the Malaysian authorities on Monday reversed themselves on the sequence of events they believe took place on the plane in the crucial minutes before ground controllers lost contact with it early on March 8. They said it was the plane’s first officer — the co-pilot — who was the last person in the cockpit to speak to ground control. And they withdrew their assertion that another automated system on the plane, the Aircraft Communications Addressing and Reporting System, or Acars, had already been disabled when the co-pilot spoke.
Flight 370’s Flight Management System reported its status to the Acars, which in turn transmitted information back to a maintenance base, according to an American official. This shows that the reprogramming happened before the Acars stopped working. The Acars ceased to function about the same time that oral radio contact was lost and the airplane’s transponder also stopped, fueling suspicions that foul play was involved in the plane’s disappearance.
The Search Area West of Australia
New computer models of possible flight paths suggested that the plane may have gone down in the southern Indian Ocean when it ran out of fuel.
PACIFIC OCEAN
South
China Sea
India
Arabian Sea
Last contact
SRI LANKA
Malaysia
SOMALIA
Kuala Lumpur
Indonesia
PAPUA
NEW GUINEA
INDIAN OCEAN
MADAGASCAR
A map released by the Australian government describes these two lines as possible flight paths.
Australia
Perth
Sydney
Melbourne
Australia’s planned search
area on March 18
India
South
China Sea
Last contact
SRI LANKA
Malaysia
Kuala Lumpur
Indonesia
A map released by the Australian government describes these two lines as possible flight paths.
INDIAN OCEAN
Australia
Perth
Australia’s planned search
area on March 18
More maps
Search Area Expanded Again
Search Areas in the First Week
Trying to Reconstruct the Path of the Plane
Investigators are scrutinizing radar tapes from when the plane first departed Kuala Lumpur because they believe the tapes will show that after the plane first changed its course, it passed through several pre-established “waypoints,” which are like virtual mile markers in the sky. That would suggest the plane was under control of a knowledgeable pilot because passing through those points without using the computer would have been unlikely.
According to investigators, it appears that a waypoint was added to the planned route. Pilots do that in the ordinary course of flying if air traffic controllers tell them to take a different route, to avoid weather or traffic. But in this case, the waypoint was far off the path to Beijing.
Whoever changed the plane’s course would have had to be familiar with Boeing aircraft, though not necessarily the 777 — the type of plane that disappeared. American officials and aviation experts said it was far-fetched to believe that a passenger could have reprogrammed the Flight Management System.
Normal procedure is to key in a five-letter code — gibberish to navigators — that is the name of a waypoint. A normal flight plan consists of a series of such waypoints, ending in the destination airport. For an ordinary flight, waypoints can be entered manually or uploaded into the F.M.S. by the airline.
Source yahoo/ new york timesCourse change programmed into flight computer – As further confirmation that someone was still guiding the plane after it disappeared from civilian radar, airline pilots and aviation safety experts said an onboard computer called the flight management system would have to be deliberately programmed in order to follow the pathway taken by the plane as described by Malaysian authorities. Citing senior American officials, The New York Times reported that the course change was typed into a cockpit computer, rather than executed manually, by someone knowledgeable about airplane systems. Malaysia Airlines’ CEO, Tuesday, couldn’t confirm or deny those reports.Source yahoo ( this info has been reversed by Malaysian Authorities on March 23 /14 according to CNN broadcasts of that day.
Section 4. Two‐way Radio Communications Failure
6-4-1. Two‐way Radio Communications Failure
a. It is virtually impossible to provide regulations and procedures applicable to all possible situations associated with two‐way radio communications failure. During two‐way radio communications failure, when confronted by a situation not covered in the regulation, pilots are expected to exercise good judgment in whatever action they elect to take. Should the situation so dictate they should not be reluctant to use the emergency action contained in 14 CFR Section 91.3(b).
b. Whether two‐way communications failure constitutes an emergency depends on the circumstances, and in any event, it is a determination made by the pilot. 14 CFR Section 91.3(b) authorizes a pilot to deviate from any rule in Subparts A and B to the extent required to meet an emergency.
c. In the event of two‐way radio communications failure, ATC service will be provided on the basis that the pilot is operating in accordance with 14 CFR Section 91.185. A pilot experiencing two‐way communications failure should (unless emergency authority is exercised) comply with 14 CFR Section 91.185 quoted below:
1. General. Unless otherwise authorized by ATC, each pilot who has two‐way radio communications failure when operating under IFR must comply with the rules of this section.
2. VFR conditions. If the failure occurs in VFR conditions, or if VFR conditions are encountered after the failure, each pilot must continue the flight under VFR and land as soon as practicable.
NOTE- This procedure also applies when two‐way radio failure occurs while operating in Class A airspace. The primary objective of this provision in 14 CFR Section 91.185 is to preclude extended IFR operation by these aircraft within the ATC system. Pilots should recognize that operation under these conditions may unnecessarily as well as adversely affect other users of the airspace, since ATC may be required to reroute or delay other users in order to protect the failure aircraft. However, it is not intended that the requirement to “land as soon as practicable” be construed to mean “as soon as possible.” Pilots retain the prerogative of exercising their best judgment and are not required to land at an unauthorized airport, at an airport unsuitable for the type of aircraft flown, or to land only minutes short of their intended destination.
3. IFR conditions. If the failure occurs in IFR conditions, or if subparagraph 2 above cannot be complied with, each pilot must continue the flight according to the following:
(a) Route.
(1) By the route assigned in the last ATC clearance received;
(2) If being radar vectored, by the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance;
(3) In the absence of an assigned route, by the route that ATC has advised may be expected in a further clearance; or
(4) In the absence of an assigned route or a route that ATC has advised may be expected in a further clearance by the route filed in the flight plan.
(b) Altitude.At the HIGHEST of the following altitudes or flight levels FOR THE ROUTE SEGMENT BEING FLOWN:
(1) The altitude or flight level assigned in the last ATC clearance received;
(2) The minimum altitude (converted, if appropriate, to minimum flight level as prescribed in 14 CFR Section 91.121(c)) for IFR operations; or
(3) The altitude or flight level ATC has advised may be expected in a further clearance.
NOTE- The intent of the rule is that a pilot who has experienced two-way radio failure should select the appropriate altitude for the particular route segment being flown and make the necessary altitude adjustments for subsequent route segments. If the pilot received an “expect further clearance” containing a higher altitude to expect at a specified time or fix, maintain the highest of the following altitudes until that time/fix:
(1) the last assigned altitude; or (2) the minimum altitude/flight level for IFR operations.
Upon reaching the time/fix specified, the pilot should commence climbing to the altitude advised to expect. If the radio failure occurs after the time/fix specified, the altitude to be expected is not applicable and the pilot should maintain an altitude consistent with 1 or 2 above. If the pilot receives an “expect further clearance” containing a lower altitude, the pilot should maintain the highest of 1 or 2 above until that time/fix specified in subparagraph (c) Leave clearance limit, below.
EXAMPLE-1. A pilot experiencing two‐way radio failure at an assigned altitude of 7,000 feet is cleared along a direct route which will require a climb to a minimum IFR altitude of 9,000 feet, should climb to reach 9,000 feet at the time or place where it becomes necessary (see 14 CFR Section 91.177(b)). Later while proceeding along an airway with an MEA of 5,000 feet, the pilot would descend to 7,000 feet (the last assigned altitude), because that altitude is higher than the MEA.
2. A pilot experiencing two‐way radio failure while being progressively descended to lower altitudes to begin an approach is assigned 2,700 feet until crossing the VOR and then cleared for the approach. The MOCA along the airway is 2,700 feet and MEA is 4,000 feet. The aircraft is within 22 NM of the VOR. The pilot should remain at 2,700 feet until crossing the VOR because that altitude is the minimum IFR altitude for the route segment being flown.
3. The MEA between a and b: 5,000 feet. The MEA between b and c: 5,000 feet. The MEA between c and d: 11,000 feet. The MEA between d and e: 7,000 feet. A pilot had been cleared via a, b, c, d, to e. While flying between a and b the assigned altitude was 6,000 feet and the pilot was told to expect a clearance to 8,000 feet at b. Prior to receiving the higher altitude assignment, the pilot experienced two‐way failure. The pilot would maintain 6,000 to b, then climb to 8,000 feet (the altitude advised to expect). The pilot would maintain 8,000 feet, then climb to 11,000 at c, or prior to c if necessary to comply with an MCA at c. (14 CFR Section 91.177(b).) Upon reaching d, the pilot would descend to 8,000 feet (even though the MEA was 7,000 feet), as 8,000 was the highest of the altitude situations stated in the rule (14 CFR Section 91.185).
(c) Leave clearance limit.
(1) When the clearance limit is a fix from which an approach begins, commence descent or descent and approach as close as possible to the expect further clearance time if one has been received, or if one has not been received, as close as possible to the Estimated Time of Arrival (ETA) as calculated from the filed or amended (with ATC) Estimated Time En Route (ETE).
(2) If the clearance limit is not a fix from which an approach begins, leave the clearance limit at the expect further clearance time if one has been received, or if none has been received, upon arrival over the clearance limit, and proceed to a fix from which an approach begins and commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time en route.
6-4-2. Transponder Operation During Two‐way Communications Failure
a. If an aircraft with a coded radar beacon transponder experiences a loss of two‐way radio capability, the pilot should adjust the transponder to reply on Mode A/3, Code 7600.
b. The pilot should understand that the aircraft may not be in an area of radar coverage
Editors Note: We hope that the mainstream media are being responsible and fulfilling the publics right to know and that they are aware of the sometimes authorities bend toward Manipulation run up big bills, put it in the media to prove a position or under report to draw out a perpetrator in a crime. ( ie need a determination of death for insurance claim)
PACIFIC OCEANSouth
IndiaSouthSearch Area Expanded Again
Search Areas in the First Week
Trying to Reconstruct the Path of the Plane
Kevin Griffiths
percypaschal
The Proprietor Review 