The Brazilian Federal Attorney Rodrigo Di Grandis, just protect the Boeing, AirBus, Embraer, etc... Corporation CONCERN !!! Explanation about RMAP, The True Cause of the crash of TAM, that Brazilian Air Authorities are Censoring;Version in English. . https://youtube/user/RobertousedRMAP?feature=mhum#p/a/u/1/aMbNEAxr9mU . Interview in TV Record about RMAP application Version in English. . https://youtube/watch?v=RApp-hRDmAs&list=UUNCsqTVyfjr6Csbxe1Y76ew This e-mail was sent to the Brazilian Federal Attorney Rodrigo Di Grandis just after the Aircrash in Russia that Killered 50 innocent People, BUT, the Brazilian Federal Attorney Rodrigo Di Grandis did not do anything to protect the Brazilian People!!! The Brazilian Federal Attorney Rodrigo Di Grandis, just protect the Boeing, the AirBus, the Embraer, etc... Corporation CONCERN !!! So, Please, Show this Article to every one that you know!!! Link of this Article: robertomrmilan.blogspot.br/2015/01/the-brazilian-federal-attorney-rodrigo.html So, please, read now this article and see the difference between my translation and the Translation of the Google !!! See too after this same e-mail text in Portuguese !!! Brazilian Air Authorities Recognize the RMAP! Thank you for be here!!! Roberto Milán From: robertomrmilan@hotmail To: robertomrmilan@hotmail; aprigioperossi@hotmail; anonbrpt@anonymousbrasil; robertomrmilan@gmail; [email protected]; [email protected]; [email protected] Subject: Traduzido para o inglês por mim,não pelo Google: (Este é que vale!): Mais 50 pessoas mortas pela falta da aplicação da RMAP! Date: Wed, 27 Nov 2013 15:16:21 +0000 Dear Anonymous and Attorney Rodrigo Di Grandis! 50 innocent people died in Russia that November 2013 due to the lack of implementation of RMAP, that time, the son of the President of one 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 thinking priority in the mind of a Pilot when got attitude during the landing procedure like this: In this case, the atmospheric conditions were as CNN showed : ceiling (or where the lower part of the cloud ) + or - 250 meters , wind about 30 km / h, gusting to 45 km / h . What does this mean? Simply, that the aviator who landed the aircraft landed with the wind unstable, I do not know if it was with 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 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 Milán. (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 caxão , 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 Milán . In Portuguese NOW !!! From: robertomrmilan@hotmail To: aprigioperossi@hotmail; anonbrpt@anonymousbrasil; robertomrmilan@gmail; [email protected]; [email protected]; [email protected] Subject: Mais 50 pessoas mortas pela falta da aplicação da RMAP! Date: Mon, 18 Nov 2013 15:24:18 +0000 Caros Anonymous e Procurador Rodrigo Di Grandis! 50 pessoas inocentes morreram na Russia neste fim de semana pela falta da aplicação da RMAP, desta vez, o filho do Presidente da Republica que é anexada à Russia morreu! Mas, por que a RMAP é a responsável por este acidente? Temos que observar a dinâmica da operação 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 condições atmosféricas conforme a CNN eram, Teto (ou onde está 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 instável, não sei se de través (De lado), de frente ou de cauda, pois, não sei qual o direcionamento da pista em questão, e não tenho certeza se o vente era de noroeste (por isto não falo na direção). O importante é sabermos que, a aeronave no momento do pouso tinha vento muito instável e isto significa que, a aeronave tinha uma variação de velocidade indicada nos instrumentos muito grande, consequentemente variação na velocidade aerodinâmica, 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 pés (15 metros) com uma velocidade de perda, mais 5% dessa, mais a correção do vento e ainda a correção 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 sustentação a baixa altura! Agora observe, o aviador observa a pista a uns 3 km de distância, considerando a rampa e o teto informado (o angulo da rampa é de + ou - 3 graus) o aviador ver um caxão, ele tem que entrar neste caixão, e não pode arremeter após tocar na pista, (poderia se não abrisse o revesso, porém o reverso é normalmente aberto imediatamente após tocar na pista para fazer a aeronave ficar no chão, colada no chão), isto faz o aviador só pensar em não errar a faixa dos mil (Faixa dos Mil Pés ou trezentos metros, Aquelas duas faixas no começo das pistas) pois se errar a faixa, o piloto perde a referencia se está no começo da pista... então, o piloto joga literalmente a aeronave sobre a pista (razão normal que toca na Pista é de decida de 600 a 800 Pés/min) para garantir que pousou no começo da pista, e provavelmente neste caso, como foi no caso do acidente da Colômbia, o piloto bateu com muita força e rompeu os tanques de combustível, e como os motores ficam logo abaixo dos mesmos como maçaricos ardendo, fica muito fácil a imaginação fluir e observarmos a explosão da aeronave em nossas mentes! Se a RMAP estivesse aplicada nos dias de hoje, o aviador não teria a preocupação de entrar no caixão (Pista sem arremetida) sem poder arremeter, consequentemente, não colocaria a aeronave com tanta força na pista, se tivesse que arremeter, teria a garantia da RMAP, assim como tem a garantia da V1 na hora da decolagem. Portanto, observando a dinâmica da percepção do Pouso, segundo a lógica operacional do Aviador, fica nítida a verdadeira causa do acidente da Russia que matou 50 inocentes! O senhor Procurador Rodrigo Di Grandis, tem mais estas mortes em seus ombros! Um Dia, o senhor vai prestar contas com Deus! Se acontecer um acidente como esse aqui no Brasil, o senhor será responsabilizada criminalmente como homicida, não esqueça disto! Favor Amigos Anonymous, MOSTREM os Artigos em Inglês que, indicam que as Autoridades Brasileiras reconheceram a RMAP, O conceito Matemático, o conceito operacional, etc.;.. para os jornais da Russia, em particular da cidade do acidente, se possível, para o Presidente daquela Republica! (os Anonymous de lá! Da Europa Ocidental e Oriental! Nos USA! ) Procurador, o senhor já imaginou se, um filho (ou uma filha) do senhor estiver no próximo acidente aqui no Brasil? O senhor vai exclamar: Meu Deus! O senhor vai ser responsável pela morte de seu filho ou sua filha? Obrigado pela atenção. Roberto Milán. Brazilian Air Authorities Recognized the RMAP! From: [email protected] To: laurenbrocardo@hotmail CC: [email protected] Date: Thu, 8 May 2008 14:28:57 -0300 Subject: RES: Agora eles sabem o porque do acidente da TAM, Temos que enfrentar a verdade. (CONTINUAÇÃO) Prezado Sr. Roberto Milán Acusamos o recebimento de suas informações e agradecemos a sua prestimosa colaboração. Seu relato está sendo devidamente encaminhado para a Área Técnica especializada do assunto, que tomará as providências cabíveis quanto ao tema em pauta. Todas as informações serão analisadas pelos nossos especialistas, que irão reformular todos os procedimentos afim de sanar as falhas pelo senhor apresentadas. Grata, Kátia N. Portella Nunes Gerente Técnico Superintendência de Infra-Estrutura Aeroportuária-SIE Agência nacional de Aviação Civil- ANAC Translation: Subject Res: Now they know the why of the TAM air Crash. We must to face the truth. (CONTINUATION) “Dear, Mister Roberto Milán, We inform that we received your informations and thanks your very important collaboration. Your information is being very carefully send to the technical Area of Specialized Subject , that all correct providences for this subject that you sent to us will do. Every informations will analyzed by our experts, that we will reformulate all procedures with the intention of put end of all failure by you show up to us. Thank you,” You can see some article about my Discoveries Flight Safety is more important than Any Aircraft RMAP is Runway Missing Approaching Point, Just Because, The Aircraft doesn`t reaching Low Speed less than 80kts, so the Aircraft will do the Missing Approaching Procedure and no full stopped land, if the Aircraft when reach the RMAP Signer with low Speed, LESS than 80kts, it will do full stopped land and waiting the time ANOUGH to VMBE (Maximum Brake Energy Speed) and to start a new departure Procedure, Just it. And you don`t Forget!!! Flight Safety is Air Security, if any Aircraft is not Safety, must to be Grounding, just it… It is so easy… If the Aircraft doesn`t have limitation enough, It will not be Homologate RMAP. 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 Milán RMAP SIMPLES MATHEMATIC CONCEPT RMAP 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 Milán. SIMPLIFIED RMAP FORMULA FORMULA 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 Milán
Posted on: Fri, 16 Jan 2015 22:24:07 +0000
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