飛機的運作構造，對於很多人來說，一直存在不少的謎團，例如有否聽過飛機上的糞便會從天而降，又或者在飛行期間若有人突然打開機門，如何是好等等？相信很
多人都聽說過不少關於飛機的傳說，給你解開十個有關飛機的謎團。
謎團一
有不少人都說見過飛機空降人的排泄物，更有人聲稱曾被這些排泄物擊中。但事實上，飛機是不會空降糞便。有實驗證明，假設飛機一邊飛行，一邊排污，污水就會 因為氣流的關係黏住機身。而航空公司慣常處理污水的做法是將污水儲起，待航班降落之後才抽走。Airlines are not permitted to dump toilet waste. The waste is kept in
tanks until landing and then the ground crew pumps out the tanks and
hauls the waste to a treatment facility.
謎團二
在2002年，英國有一宗新聞報道，指一名美國女人坐在飛機馬桶上沖廁，下身就被卡在馬桶不能動彈，要等到降落後再由工作人員救出。不過，真相是這是不可 能的，因為於沖廁這個過程，如果有人被卡住，那馬桶一定不能承受這個壓力而破爛。謎團三
很多人都以為在飛機上使用電子產品會導致墜機，事實上，目前為止都未有證據證明電子產品會影響飛機儀器造成墜機。而美國聯邦航空局都表示，由今年五月開 始，在飛機上可以使用電子產品，但是不包括電話。不過大家乘坐飛機，為了安全還是關上電子產品為妙。謎團四
不少人都說飛機餐很難食，事實可能未必是食物難食。英國曼徹斯特大學做了一項新研究，發現飛機引擎所發出的噪音會影響味覺及食欲。謎團五
有人指出在飛機上飲酒特別易醉，有研究就指出，無論在高空或是陸地，人類血液內的酒精含量不會因為高度或壓力而改變。易醉的原因可能是空中旅程比較容易令 人脫水，使人較容易吸收酒精。謎團六
自從2003年沙士後，有人認為飛機內的循環空氣系統會散播病毒。其實機艙內的空氣系統會將空氣過濾，一般而言，會過濾了99%以上的細菌和病毒。不過中 央空氣系統本身清潔與否，運作正常與否，都是一個值得航空公司留意的地方。謎團七
旅客在乘坐飛機時都會有不少憂慮，例如在飛行期間有人突然打開機門，那該怎麼辦？不用擔心，物理上，在高空飛行期間，一個人是不可能夠力氣打開機門，因為 機艙內外的氣壓差異大得很。謎團八
電影「Fight Club」內的主角曾說，飛機上的氧氣是讓人興奮，目的是為了減低人的恐慌，使人變得溫順，然後欣然去接受空難這個命運。這個說法絕對無根據，事實上，氧 氣面罩內的氧氣只是普通的氧氣，目的是讓人可以在高空呼吸，是不能夠令人鎮定的。謎團九
很多人都認為有了自動飛行系統，機師就非常悠閒，甚至不用駕駛飛機。原來自動飛行系統多數只在高空飛行時使用，飛機的升降，都要靠機師操控。謎團十
坊間有傳言指防撞姿勢沒有用處，但有航空公司做過研究，指出防撞動作是最有效保護頭和頸部。《衝上雲霄II》開抽到現在，亮點似乎都落在Cool魔---張智霖之上。除了情慾戲之外，當然就是他的金句吧！每句都真的衝上你「暈精」！媾女的又有，寸人的也有，當然不少得抽水吧！待我們跟大家來一個回顧吧！
1.我雖然靚仔，但唔係傻㗎！
2.咁(阿仙奴)即係好似你咁，喺禁區傳來傳去，死都唔射。
3.我鍾意最後一刻先出現，因為唔使對住你哋班廢物咁耐。
4.人類就係因為有冒險精神先唔甘於喺地上走，要去天上飛。
5.我唔做善事，除非畀我錫你。
6.如果你想同我傾偈嘅話，嚟我屋企慢慢傾。
7.一舊屎味嘅朱古力，一舊朱古力味嘅屎，你叫我點揀？
8.Rule no.1, there is no rule. Rule no.2 follows the rule no.1
9.蝙蝠俠揀拍檔點會鍾意揀個高過自己㗎？
10.我對你嘅comment，就係no comment。
11.安全飛行係基本，識得享受過程先係最高手。
12.都想知有邊個女人可以治一治我。
13.我覺得每個女人都係上帝嘅傑作，世界上冇一樣嘢可以代替佢哋，個個都咁可愛。佢哋一顰一笑，甚至一滴眼淚，我會將女人當係藝術品咁欣賞。
14.不如交換秘密，你話俾我聽你嘅三圍......
15.Captain Tong，我細細個就聽過你個名，偶像！
16.你唔知香港有力場保護㗎咩，就算打風都會夜晚先嚟，第二日就走
不 過當中最強，竟不是Cool魔的金句，而是吳卓羲連續狠批港女的形容詞，「自私鬼、拜金妹、膚淺港女、自私妹、港女、膚淺、拜金女」。還有他說：「用咁細 粒石想娶個港女？」真係句句中Point，難怪有網民擔心他連串金句會得罪全香港嘅港女啦！
Frequent wrds
Wind Shear
Wind shear refers to the variation of wind over either horizontal or vertical distances. Airplane pilots generally regard significant wind shear to be a horizontal change in airspeed of 30 knots (15 m/s) for light aircraft, and near 45 knots (22 m/s) for airliners at flight altitude. Vertical speed changes greater than 4.9 knots (2.5 m/s) also qualify as significant wind shear for aircraft. Low level wind shear can affect aircraft airspeed during take off and landing in disastrous ways and airliner pilots are trained to avoid all microburst wind shear (headwind loss in excess of 30 knots, Ibid.). The rationale for this additional caution includes (1) microburst intensity can double in a minute or less, (2) the winds can shift to excessive cross wind, (3) 40-50 knots is the threshold for survivability at some stages of low-altitude operations (Ibid.), and (4) several of the historical wind shear accidents involved 35-45 knot microbursts. Wind shear is also a key factor in the creation of severe thunderstorms. The additional hazard of turbulence is often associated with wind shear.
Wind Shear is a difference in wind speed and direction over a relatively short distance in the atmosphere. Wind shear can be broken down into vertical and horizontal components, with horizontal wind shear seen across fronts and near the coast, and vertical shear typically near the surface, though also at higher levels in the atmosphere near upper level jets and frontal zones aloft.
wind shear is categorized by speed and direction. Shear speed is the component of wind shear which is due to a change in wind speed with height, e.g., southwesterly winds of 20 mph at 6,000 feet increasing to 50 mph by 12,000 feet. Speed shear is an important factor in severe weather development, especially in the middle and upper levels of the atmosphere.
Directional shear is the component of wind shear which is due to a change in wind
direction with height, for example southeasterly winds at the surface and
southwesterly winds aloft. A wind which veers dramatically with height in the
lower part of the atmosphere is a type of directional shear often considered
important for tornado development. We’ve seen this quite often in the last few months
as tornadoes have ripped through the eastern half of the US.
The
NWS keeps a close eye on charts and weather conditions in order to provide pilots
with accurate forecasts through Terminal Aviation Forecasts (TAF). If wind shear is anticipated it is encoded
with “WS” and always follows the forecast surface winds.
If the same
forecast shows a possible wind shear zone at 1,500 feet in which the wind will
change to 240 degrees at 20 knots, then it would be encoded in a TAF as “WS015/24020KT”. The wind shear group
would immediately follow the surface wind group, thus providing a clear
indication of how dramatic the wind change (shear) is expected to be. If it is
uncertain as to what the wind direction and speed might be above the shear
zone, or the height itself is in question, then the group may only include “WS015” or “WS”, respectively.
Rotor clouds and standing lenticular cloud formations are visual indications of areas of strong windshear activity aloft. Rotor clouds appear to be long horizontal fluffly cotton balls at low to mid altitudes. They appear to be rotating slowly, but you are only seeing the outside edges. Inside the winds are much stronger.
Standing lenticulars clouds are also seen primarily at mid and higher altitudes, but they appear to have a long smooth cigar shape, or can appear saucer shaped like the classic UFO. These are encoded in METAR’s as either ACSL (Alto Cumulus Standing Lenticulars) or CCSL (Cirro Cumulus Standing Lenticulars).
Frequently both the Rotor clouds and the lenticulars will form on the lee side of mountains. If you seen them, you may want to avoid flying into or near to them as they contain rapidly rotating horizontal tunnels of air.
Winds Aloft Forecasts or FD’s are good indicators of expected wind shear.
The FD may also predict winds to be relatively light at two succeeding forecast altitudes, but the direction may be as much as 180 degrees different! For example, the FL060 winds are forecast to be 09015 (east at 15 knots), while the FL090 winds are forecast as 27015 (west at 15 knots). The shearing effect on your aircraft will happen somewhere between the two altitudes, sometimes in as small as 500 feet elevation.
Another way of confirming wind shear is to have your briefer check his VAD wind readout. The Vertical Azimuth Display (VAD) is a function available on some radar sites showing current winds at 1,000 foot increments above the surface. The data is updated every 6 minutes.
ACSL (Alto Cumulus Standing Lenticulars)
CCSL (Cirro Cumulus Standing Lenticulars).
TAF ( Terminal Aviation Forecasts)
FD (Winds Aloft Forecasts )
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