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Author Topic: Non-routine News  (Read 5559 times)

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AGelbert

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Re: Non-routine News
« Reply #165 on: October 05, 2018, 01:03:15 pm »


October 4, 2018 by Reuters


Engineer Recounts How Indonesian Tsunami Beached His 500-Tonne Ship
The KM Sabuk Nusantara 39 ship seen stranded on the shore in Wani, Donggala, Central Sulawesi, Indonesia October 1, 2018 in this photo taken by Antara Foto. Antara Foto/Muhammad Adimaja/ via REUTERS

SNIPPET:

Marlan and his fellow crewmen knew they were in trouble when they felt the ship being pulled back out to sea from the dock, as the sea receded, heralding the arrival of a tsunami.

They had no sooner scrambled into life jackets when a five-meter wave bore down on them.

“I could hear the waves coming,” Marlan said, describing how he was gripped by fear.

Full article with another picture:

https://gcaptain.com/engineer-recounts-how-indonesian-tsunami-beached-his-500-tonne-ship/
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AGelbert

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Re: Non-routine News
« Reply #166 on: October 05, 2018, 01:37:26 pm »
October 5, 2018

Quote
Last month, The Ear Spring geyser in Yellowstone National Park erupted, causing the biggest blow in over 60 years … but what came out of the geyser, apart from steam and hot water, is shocking. On September 15, 2018, the small geyser, which up until then had been dormant for decades, essentially rained garbage. Ear Spring emptied itself of all the trash that had been thrown into it throughout the period of its dormancy (about 90 years?!) by senseless tourists visiting Yellowstone – some of the pieces of litter collected date back as far as to the 1930s, TreeHugger reports.

Read more: 🕵️

Wow! Yellowstone Geyser Erupted and Sent 90 YEARS Worth of Trash Flying Because People Are the Worst
« Last Edit: October 05, 2018, 03:02:02 pm by AGelbert »
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AGelbert

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Re: Non-routine News
« Reply #167 on: October 15, 2018, 07:10:23 pm »

October 15, 2018

Here, for your viewing pleasure, are various scans I made of beautiful autumn leaves 🍁 🍂 🍃 that fell in my yard. Feel free to copy them and pass them on. 💐 I made them and I will NOT copyright them. I approve any free dissemination of these scans. May God Bless you and may you ENJOY the season!

   


 



[/center]








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AGelbert

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Re: Non-routine News
« Reply #168 on: October 16, 2018, 12:37:49 pm »



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Re: Non-routine News
« Reply #169 on: October 20, 2018, 05:20:56 pm »


October 20, 2018

The Hong Kong-Zhuhai-Macao Bridge,file photo. [Photo/Xinhua]

GUANGZHOU - The Hong Kong-Zhuhai-Macao Bridge is to be officially open to traffic at 9 am on Oct 24, said the Hong Kong-Zhuhai-Macao Bridge Authority.

The 55-kilometer-long bridge :o 👀, situated in the Lingdingyang waters of the Pearl River Estuary, will be the world's longest sea bridge. The construction began on Dec 15, 2009.

It will slash the travel time between Hong Kong and Zhuhai from three hours to just 30 minutes, further integrating the cities in the Pearl River Delta.

http://www.chinadaily.com.cn/a/201810/20/WS5bca9f1ba310eff303283872.html
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AGelbert

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Re: Non-routine News
« Reply #170 on: October 24, 2018, 08:29:13 pm »
How Frequently Do Fatal Medical Mistakes Occur?

Researchers at Johns Hopkins University have highlighted a major cause of death in the United States that doesn’t show up on death certificates. The Centers for Disease Control and Prevention (CDC) doesn’t include this cause of death in its annual list of how people die in this country. Shockingly, the researchers who conducted the 2016 study found that fatal medical errors are so prevalent that they should rank as the third-leading cause of death in the United States 👀😲, behind only heart disease and cancer. The Johns Hopkins physicians are advocating for updated criteria for classifying deaths on death certificates, and a change in how the CDC compiles its statistics.

What you don't know can kill you:

While analyzing death rate data collected between 2000 and 2008, the researchers calculated that more than 250,000 deaths per year are due to medical error -- equal to 9.5 percent of all U.S. deaths.

The CDC's annual mortality statistics count only the "underlying cause of death," defined as the condition that led the person to seek treatment.

Potentially fatal medical mistakes range from surgical complications that go unrecognized to mix-ups with the doses or types of medications that patients receive in hospitals.

https://www.wisegeek.com/how-frequently-do-fatal-medical-mistakes-occur.htm
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Re: Non-routine News
« Reply #171 on: October 29, 2018, 10:28:53 pm »


It Never Ends: A Month of Towing in the Bering Sea

October 28, 2018 by CW4 MICHAEL W. CARR

File Photo: Shutterstock/E.G.Pors

By Michael Carr – He could not take it anymore. It was all too much. The constant gale force winds, the paranoid Master, the degenerate 2ndmate, the dysfunctional cook, and an engineer who hid from everyone. All were destroying his mental health.

A week ago, or maybe longer, he could not remember now, he had e-mailed his wife from the tug’s bridge computer and asked her to call the company office in Seattle.

“Ask for Janice and get me off of here…as soon as can. Please,” he wrote. He felt guilty asking his wife to intervene, but he also felt his inner strength and resolve rapidly draining away. He just did not have the fortitude to engage the home office.

Also, he thought, he did not want the tug’s skipper and crew to know he was begging to get off. He was worn out, mentally and physically. He had endured hardship before, but this was different. This time it was insidious, persistent and had relentlessly torn him down since he had embarked on the boat a month earlier in Nome, Alaska.

Prudhoe Bay* was a 147-ton, 90-foot tug built originally for work in Prudhoe Bay Alaska. But now she was hauling barges loaded with containers from King Cove in the Aleutian Islands, up the Yukon River, and to Nome. Built for “coastwise” trade, with a flat bottom and 10 ft. draft, the Prudhoe Bay was now being used to drag barges across the open expanse of the Bering Sea.

From King Cove to Nome is 800 miles of open and exposed ocean. Every low pressure system coming off Siberia screams across the Bering Sea, bringing days and weeks of constant gales, clouds, rain, and miserable depressing weather. There are few places on earth as gray and demoralizing as the Bering Sea. It can make you lose your mind. There is no escape, no hope that by the end of the day – or week or month – conditions will have changed.

When Prudhoe Bay departed King Cove a month ago, or maybe it was more than a month, it’s too difficult to add up the endless days, they were towing a 400-foot barge loaded with containers stacked four high. A huge tow by any standard, with so much windage. It was almost comical to see the 90-foot Prudhoe Bay towing this monster of a barge.

“Who dreams up these operations,” he asked the tug’s skipper.

“They don’t f u c k i n g think about anything in Seattle,” said the skipper.

“They bid on jobs to keep their tugs busy and making money. If they thought we could tow a f u c k i n g iceberg to the lower 48, they would bid the job.”

“Great,” he thought. “What a mess. This is not what the Personnel Office told me I would be doing. I am so, so, so stupid.”

When Prudhoe Bay departed King Cove their first challenge was getting through False Pass, the safest and most protected passage through the Aleutians. False Pass comes by its name because it does not appear to actually provide a passage through the Aleutian Islands, but it does.

In some ways the passage is awesome in its beauty, with high mountains and rocky crags lining the passage, which is a mere few hundred yards wide in places. Rain, fog and clouds obscure the mountaintops, and winds roll down the cliffs. If you were on a cruise ship it might be impressive and elicit “oohs” and “ahhs”. But on a 90 ft. underpowered tug pulling an uncooperative and mercurial 400-foot loaded barge it is just unceasing stress and concern.

Every mariner who tows knows about catenary. Catenary is that dip in the tow cable, which prevents the cable from jerking and breaking. Catenary allows a tow to be “in-step” with the towing vessel, ensuring both the tug and tow rise and fall in a seaway together. In deep open water, where the ocean bottom is miles away, the depth of the catenary is of little concern. But in shallow water, if the tow cable dips to far below the surface it will drag on bottom. This is dangerous because a tow cable dragging on the bottom will stop a tug and allow the tow to overrun it, causing the tug to capsize and sink.

Unlike the Pacific Ocean, the Bering Sea is shallow, in some places as shallow as 60 ft. Constant attention to a tow cable’s catenary is essential, and because of shifting winds and erratic seas, the length of a tow cable must be adjusted often. Sometimes several times during a 4-hour watch.

On the Prudhoe Bay, the tow cable is adjusted at the towing winch on the stern. Since only one person is on watch at a time, the mate must leave the pilothouse, with the tug on autopilot, and walk to the stern to engage the towing winch to let out or pull in tow cable.

How much to pull in or let out? It’s an educated guess. Let some out, pull some in, then go back to the pilothouse. Check your speed over the ground, check the depth, check the tow. Is the barge riding smoothly behind you, or is it yawing or pounding into the waves? Is the tow cable jerking or is it staying in the water? Tough enough during the day to accomplish this task, almost impossible at night. This task is always a challenge when you are rested, but after weeks of towing in gale force weather you frequently cannot remember what you were doing.

“Was I pulling in tow cable, or letting out cable?” Fatigue. Constant, unrelenting fatigue.

Earlier in the month, Prudhoe Bay had sat for over a week on the east side of St Mathews Island. They sat in the Island’s lee as gale and storm force winds blew across the Bering Sea. St Mathews Island sits in the middle of the Bering Sea, hundreds of miles from nowhere. There is no escape, no lull, no pause, no reprieve.

Anchor watches were 6 on and 6 off. For 6 hours you sat in the pilothouse, by yourself, listening to wind howl and the rain pound on the windows. You watched the barges “blip” on the radar screen, a few hundred yards away. Anchoring was not really anchoring, you let out hundreds of feet of tow cable and made a circle in shallow water. The tow cable lies on the bottom and acts as an anchor for both the barge and tug. Day after day, you sit. Generators running, engines on standby. Mind numbing. There is little conversation or human interaction. Your watch relief shows up, looks around, asks if anything has changed, and then says, “I got it.” Off you go to your bunk, praying that space aliens will abduct you before you have to wake and go back to the bridge.

When winds finally subsided, the tow cable was reeled in and the Prudhoe Bay resumed her slow chug-chug-chug towards Nome. Speed over the ground rarely exceeded 7 knots – slow jog or easy bike ride on land. At 7 knots, you cover 168 miles a day. You don’t want to look at the chart, since it seems like you will never arrive at your destination. Chug-chug-chug. The Prudhoe Bay is a noisy tug. There is no escape from the weather or machinery.

He finally tells the skipper that he has requested to get off when they arrive in Nome, since he knows Janice from the home office will, hopefully, soon notify the skipper that a relief is on the way.

“Why do you want to get off?” asks the skipper, more concerned about whether the request has something to do with him than anything else.

“I just can’t do this anymore,” he replies. There is no attempt to make an excuse, or invoke some lame excuse, or blame anyone. “I just can’t do this,” he says again. “It’s just too much.”

“Yeah, I get that, this isn’t for everyone,” says the skipper. “It’s a real b i t c h, in fact, it really sucks. I am thinking of retiring myself. No-one wants to do this run.”

He feels a relief having told the skipper, and prays his relief is on the dock in Nome when they arrive. A week later, Prudhoe Bay and her 400-foot barge pull into Nome and moor along the harbor’s seawall. He looks out and sees his relief standing there, with his sea bag, ready to board. They shake hands, exchange words and advice, and then he walks up the muddy wet pier with his bag over his shoulder. He does not look back, and his pace increases the further he gets from the tug.

*Tug name changed to protect identities.

https://gcaptain.com/it-never-ends-a-month-of-towing-in-the-bering-sea/
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AGelbert

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Re: Non-routine News
« Reply #172 on: November 09, 2018, 05:40:53 pm »


Caught on Video: HM Coastguard Rescues Fishermen from Capsized Vessel in English Channel

November 8, 2018 by Mike Schuler

Four fisherman have been rescued after their fishing vessel capsized in the English Channel approximately 14 nautical miles south of Eastbourne, England on Thursday.

The HM Coastguard successfully winched two of the fisherman from the overturned hull of the fishing vessel, while a nearby ship rescued two others from the water.

The UK’s Maritime and Coastguard Agency reported receiving a call just before 4 p.m. local time from a merchant vessel reporting that they could see a capsized fishing vessel with two people sitting on the hull and two others in the water. HM Coastguard also received a distress alert transmitted from the fishing vessel’s EPIRB.

An HM Coastguard search and rescue helicopter from Lydd was immediately launched, as well as the Eastbourne and Newhaven RNLI All Weather Lifeboats.

A Mayday relay broadcast was also issued by HM Coastguard asking all vessels in the area to assist if they were nearby. Many vessels responded to the broadcast and also made their way to the scene.

The ship that reported the incident was able to pick up the two people from the water, while the SAR helicopter successfully rescued the two people from the hull in a dramatic rescue captured on video.


The rescued fisherman have been taken to Dover Coastguard Station where they met with paramedics, but they have not been hospitalized.

“This was a very successful outcome to what could have been a tragic one,” said Kaimes Beasley, Duty Controller for HM Coastguard. “There was a huge effort to rescue these four men in near gale force conditions in the English Channel. Thankfully, all four fishermen have been picked up and despite being cold and wet are otherwise safe and well.”

As a result of the incident, the Coastguard is recommending to anyone venturing out to sea to ensure your vessel is equipped with an EPIRB, among other safety equipment.

https://gcaptain.com/caught-on-video-hm-coastguard-rescues-fisherman-from-capsized-vessel-in-english-channel/


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« Last Edit: November 09, 2018, 08:58:58 pm by AGelbert »
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Re: Non-routine News
« Reply #173 on: November 25, 2018, 12:50:04 pm »
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The Kilogram Is Dead. Long Live The New Kilogram!

November 25th, 2018 by Nicolas Zart

The kilogram was the last unit of measure connected to a real measurable unit. But as of the 16th of November, we lost the kilogram to the uncertainties of our never-resting, always moving universe. The kilogram just isn’t what it used to be.

The New Kilogram Isn’t What It Used To Be

The last measurement linked to a solid state is gone. The new kilogram was redefined at the 26th General Conference of Weights and Measures (26e Conférence générale des poids et mesures) that took place near Paris, at the Congrès de Versailles. But, concretely, what does it mean?

This meeting of scientists gathered experts who agreed to recalibrate the kilogram on global scales. The reason is to meet a higher and more precise universal value of the international unit. As of May 2019, the new system is on a quantum mathematic equation. Dudes, it’s going to be gnarly!

But why mess with something so solid? Because our solids are not that solid after all. While it might be second nature to most quantum theorists and philosophers to consider this, most of us never contemplate that solid-like gases are always changing, albeit slowly. In our never-resting, ever-changing universe, this is the first the kilogram has changed its value since it was established in 1875.

How Did The Kilogram Come About?

In the beginning, there was water and someone observing it. During the French revolution, scientists sought to find the most natural unit as universal as possible, according to Pierre Cladé, a physician at the French CNRS (in French), via France 24 (in French).

 

The solution they found was simple: A kilogram would be the same as a liter of water. But this simple approach wasn’t very practical nor precise. Temperatures alter the mass of a liquid and can influence its weight.

In order to be as precise as possible, scientists devised a platinum cylinder of 4 cm (~1.574803″) in diameter by 4 cm in height. This cylinder became the new kilogram in 1875.


The funny thing is that it became the international measurement for a liter of water 💧 soon after. Although this unit, called the “grand K,” is held under tight security in Sèvres, France, and under no less than three glass bells, all of this hasn’t been enough to keep the weight of the cylinder steady.


Now things are taking on a quantum turn of events. The unforeseen problem is that even a pretty stable metal as platinum changes over time. Molecular interactions and temperatures differences even under three glass bells will affect solids over time (even if not that much over 100 years). Every 40 years, metrologs meet to carefully weigh the platinum cylinder. But no matter how careful they are, the weight is affected. The kilogram fluctuated every time it was touched, despite scientists’ best intentions. Although this might seem funny on the surface, consider the price of saffron or other highly prized chemicals or solids — millions of dollars are at stake!

Why not recalculate the weight every time it is cleaned and checked? Scientists decided it would be better to change the value of its weight into a precise equation, if possible. The “universal” measurement would have to be a quantum equation weighed against the Planck constant. Planck is the Alpha and Omega of quantum science.



What’s Next For The New Kilogram?

Next, all global scales will have to be readjusted for the new kilogram measurement. I’m sure all can appreciate the mental gymnastics this means for our mobility world. How heavy is a car really? But joking apart, I could go on and on about this fascinating topic — nothing is the way it really seems. (You can turn on your TV and watch the news for the same effect.)

In the meantime, it’s about time to remember that: “Nothing rests; everything moves; everything vibrates.”—The Kybalion. Now go and neutralize that one.

In any case, the kilogram is dead. Long live the new Kilogram! 🧐 🕵️  👨‍🔬  🔬


https://cleantechnica.com/2018/11/25/the-kilogram-is-dead-long-live-the-new-kilogram/



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AGelbert

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Re: Non-routine News
« Reply #174 on: December 03, 2018, 10:22:08 pm »
Agelbert NOTE: This is nearly three years old but I had not seen it. The parachute system this aircraft had is a called a BRS (Ballistic Recovery System). All ultralights have them and many light aircraft, such as the one in this video, can have them too. They shoot out like a mortar when you pull a string to fire them. As you will see, they work GREAT!




Pilot Safe After Ditching Aircraft in Pacific Ocean – Amazing Video

January 27, 2015 by Mike Schuler

This screenshot from the video below shows the aircraft chute deploying. U.S. Coast Guard image

The pilot of a single engine airplane is lucky to be alive after he was forced to ditch his aircraft in the Pacific Ocean 200 miles northeast of Maui on Sunday, January 25, 2015.

At 12:30 p.m. on Sunday, the pilot contacted the Hawaii National Guard and reported that his aircraft had approximately three hours of fuel remaining during a flight from Tracy, California to Kahului Maui and he would be ditching 230 miles north east of Maui. The pilot told rescue crews that he had a life jacket, life raft and his aircraft was equipped with a parachute system.

A Coast Guard HC-130 Hercules airplane from Air Station Barbers Point was able to rendezvous with the aircraft and caught the following amazing video of the ditching process.

At approximately 4:44 p.m. the pilot was able to deploy the aircraft’s airframe parachute system and safely exit the aircraft into a life raft, seemingly without a hitch.

Warning: Volume (Note: Not my music)


After the ditching, the crew of the Amver participating cruise ship Veendam was sent to rescue the pilot, who was reported in good condition.

Weather conditions at the time of the rescue were seas of 9 to 12 feet and winds of 25 to 28 mph, the Coast Guard said.

https://gcaptain.com/pilot-safe-after-ditching-aircraft-in-pacific-ocean-amazing-video/

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AGelbert

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Re: Non-routine News
« Reply #175 on: December 06, 2018, 01:05:14 pm »
Agelbert NOTE: The following is a screenshot of December 5, 2018's global marine traffic. This relatively normal activity for today is a valuable reference for all of us. Why? Because we can compare it with activity in the future.

IMHO, Capitalist economies will first evidence imminent collapse by the absence of marine traffic. 

I call this the Marine Traffic Collapse Meter. I will post a screenshot now and then, but anybody else is welcome to do so. I will also post marine related stuff here that I find of interest.
 

That map is a great "tell" for commerce.

The pilot story is amazing. Great post.


Thank you Az. Glad you liked it. Here's another one I recently read that is poignant and quite moving.



Sometimes There is No Solution

December 2, 2018 by CW4 MICHAEL W. CARR

Photo: ffuries (Mike) via Wreckchasing Message Board

By Michael Carr – He looked in through the C-130’s rear cargo doors. He could see all the way up to the cockpit landing, and just stared as he and his dive buddy bobbed in the large ocean swells.

Looking below he saw the immense depths of the ocean, everywhere the endless ocean. But in front of him was this massive C-130 aircraft, bobbing in the large ocean swells. Inside the aircraft he could see a tangle of webbing, lines, and debris.

“S h i t,” he said to himself as he sucked air through his SCUBA regulator. He looked over at his buddy, who looked back at him.

He was in charge of this rescue, and so he knew his buddy would follow his lead.

“The Coast Guard does not do body recovery,” he remembered. But that had not stopped or prevented them from recovering bodies previously.

“Yea, we don’t do body recovery, but if we don’t, who will?” he often said. It’s easy to make policy and doctrinal statements when you sit in an office, but the real world is different. You do what you have to do, or what you know you should do, not always what someone dreamed up or put in an instruction.

Large 8-12 foot swells, generated by gale force winds swept over the floating aircraft. At a depth of 20 feet the divers were being raised up and down, making it difficult to get a good view into the aircraft’s belly.

They were about 50 feet away from the C-130’s tail, which cast a shadow over them.

“I really don’t want that tail coming down on us,” he thought. They swam down deeper, to around 40 feet where they could look up at the aircraft. They kept looking, but no solutions for entering and recovering the flight crew came into his mind.

They swam around to the nose of the aircraft, but could not see inside. Each time they attempted to get close a large swell would raise up the aircraft or them, preventing a good straight view inside.

Before the C-130 ditched yesterday her crew had dumped all the cargo and fuel, so the plane was floating because of the air inside the empty fuel tanks. How long it would continue to float was a mystery.

“We want you to go out and see if you can get inside the aircraft and recover the bodies from the flight deck,” were his orders. Over the past day a fierce November winter gale had passed over this stretch of ocean, making entry into the C-130 dubious.

“What if we swim inside through the open ramp, and then get caught in all the webbing and debris, and then the plane decides to sink,” he thought. “I am not even sure we can swim inside without being smashed up.”

As he and his buddy swam around the aircraft, sucking air from their twin SCUBA tanks, he knew he had to make a decision. Do we try to enter the plane or not? And if we can get inside and up to the flight deck, how are we going to pull 4, or maybe 5 bodies out?

It would be easy to just say, “Nope, can’t do this,” but you cannot just say no because a situation looks difficult or makes you feel really uncomfortable.

“Is there a realistic, viable option,” he said to himself. It’s difficult to think rationally and logically when you are bouncing in the ocean, 180 miles from land, in post gale conditions.

He imagined what it must have been like for the C-130s crew as they ditched. He had flown many missions on Coast Guard C-130s and it was disconcerting seeing one floating in the ocean. Just not right.

After making a circle around the aircraft, looking at her from the surface and from 40 feet below, and thinking about every conceivable option he came to the conclusion they could just not go inside.

“What if we get inside and the damn plane starts to sink. If we had lift bags on her, and if the seas were calm, then maybe, but this is a mess. There is no plan B if we get caught inside the plane,” he conjectured.

“We can’t do this,” he finally said to himself.

After bobbing in the swells for a few more minutes, he signaled his buddy NO GO, and gave thumbs up to surface. On the surface a Coast Guard helicopter recovered them, and once inside the helicopter he was patched through to the Coast Guard Rescue Coordination Center.

“We can’t get inside the plane, it’s too rough, and there is too much debris inside,” he said. He felt relieved, but personally disappointed. He wanted mission success, and a solution. But today there was no solution.

Their helicopter headed back to Air Station Elizabeth City NC, and a few hours later the C-130 sank, taking her flight crew with her.  :(

https://gcaptain.com/sometimes-there-is-no-solution/




 

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