Youtube comments of Joe Blow (@joeblow8593).
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According to this: 4th degree criminal offense in NJ is an Indictable Offense which in NJ is equal to a Felony meaning that they will never be able to own or use a firearm again and no other police department would be able to hire them
"Fourth Degree Criminal Mischief: When an act of criminal mischief results in property damage amounting to between $500 and $2,000, or if the offense results in damage to an aviation facility, airport, landing field, air traffic device; gas, oil, or water pipes; or telephone wires, the defendant is charged with a fourth degree crime. These offenses are punishable by a sentence to serve up to 18 months in New Jersey State Prison, a fine of up to $10,000, a felony charge on the defendant’s criminal record, restitution payments to the property owner, and community service."
Source https://www.breslowdefense.com/criminal-mischief.html
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One of the least known air incidents took place in 2001. It wasn't 9/11 but it involved a plane and jet fuel. Air Transat Flight 236 took off from Toronto and was headed toward Lisbon, Portugal and ran out of fuel over The Atlantic Ocean....
"Flight TS 236 took off from Toronto at 00:52 (UTC) on Friday, August 24, 2001 (local time: 8:52 pm (ET) on Thursday, August 23), bound for Lisbon, Portugal. There were 293 passengers and thirteen crew members on board. The aircraft was an Airbus A330-243 registered as C-GITS[2] that first flew on March 17, 1999, configured with 362 seats and placed in service by Air Transat on April 28, 1999. It was powered by two Rolls Royce Trent 772B-60 engines capable of delivering 71,100 lbf (316 kN) thrust each. Leaving the gate in Toronto, the aircraft had 46.9 tonnes of fuel on board, 4.5 tonnes more than required by regulations.
Unknown to the pilots, at 04:38, fuel began to leak from the right engine. At 05:03 UTC, more than 4 hours into the flight, the pilots noticed low oil temperature and high oil pressure on engine #2. Although these readings were an indirect result of the fuel leak, there was no obvious reason for the pilots to consider that as the cause. Consequently, Captain Robert Piché, who had 16,800 hours of flight experience, and First Officer Dirk DeJager, who had 4,800 flight hours, suspected they were false warnings and shared that opinion with their maintenance control centre, who advised them to monitor the situation.
At 05:36 UTC, the pilots received a warning of fuel imbalance. They followed a standard procedure to remedy the imbalance by transferring fuel from the left wing tank to the right wing tank. Unknown to the pilots, the aircraft had developed a fuel leak in a line to the #2 (right) engine. The transferred fuel was lost through that leak. The fractured fuel line, which was leaking at about one gallon per second, caused a higher than normal fuel flow through the fuel-oil heat exchanger (FOHE), which in turn led to a drop in oil temperature and a rise in oil pressure for the #2 engine.
At 05:45 UTC, the pilots decided to divert to Lajes Air Base in the Azores. They declared a fuel emergency with Santa Maria Oceanic air traffic control three minutes later.
At 06:13 UTC, while still 150 nautical miles (280 km) from Lajes and at 39,000 feet (12,000 m), engine #2 flamed out due to fuel starvation.[6] Captain Piché then initiated a descent to 33,000 feet (10,000 m), which was the proper single-engine altitude for the weight of the plane at that time. Ten minutes later, the crew sent a Mayday to Santa Maria Oceanic air traffic control.
Three minutes later, at 06:26 UTC and approximately 65 nautical miles (120 km; 75 mi) from Lajes Air Base, engine #1 also flamed out requiring the plane to glide the remaining distance.[4](p8) Without engine power, the plane lost its primary source of electrical power. The emergency ram air turbine deployed automatically to provide essential power for critical sensors and instruments to fly the aircraft. However, the aircraft lost its main hydraulic power, which operates the flaps, alternate brakes, and spoilers. The slats would still be powered, however, when the flaps #1 position was selected.
Military air traffic controllers guided the aircraft to the airport with their radar system. The descent rate of the plane was about 2,000 feet (600 metres) per minute. They calculated they had about 15 to 20 minutes left before they would be forced to ditch in the ocean. The air base was sighted a few minutes later. Captain Piché had to execute one 360 degree turn, and then a series of "S" turns, to dissipate excess altitude.
At 06:45 UTC, the plane touched down hard, approximately 1,030 feet (310 m) past the threshold of Runway 33, at a speed of approximately 200 knots (370 km/h), bounced once and then touched down again, approximately 2,800 feet (850 m) from the threshold. Maximum emergency braking was applied and retained, and the plane came to a stop 7,600 feet (2,300 m) from the threshold of the 10,000-foot (3,000 m) runway. Since the anti-skid and brake modulation systems were inoperative, the eight main wheels locked up; the tires abraded and fully deflated within 450 feet (140 m). Fourteen passengers and two crew members suffered minor injuries, while two passengers suffered serious injuries during the evacuation of the aircraft. The plane suffered structural damage to the main landing gear and the lower fuselage.
Investigation
The Portuguese Aviation Accidents Prevention and Investigation Department (GPIAA) investigated the accident along with Canadian and French authorities.
The investigation revealed that the cause of the accident was a fuel leak in the #2 engine, caused by an incorrect part installed in the hydraulics system by Air Transat maintenance staff as part of routine maintenance]. The engine had been replaced with a spare engine, lent by Rolls-Royce, from an older model which did not include a hydraulic pump. Despite the lead mechanic's concerns, Air Transat authorized the use of a part from a similar engine, an adaptation that did not maintain adequate clearance between the hydraulic lines and the fuel line. This lack of clearance, on the order of millimetres from the intended part, allowed chafing between the lines to rupture the fuel line, causing the leak. Air Transat accepted responsibility for the accident and was fined 250,000 Canadian dollars by the Canadian government, which as of 2009 was the largest fine in Canadian history.
Pilot error was also listed as one of the lead causes of the accident (for failing to identify the fuel leak). Nevertheless, the pilots returned to a heroes' welcome from the Canadian press as a result of their successful unpowered landing. In 2002, Captain Piché was awarded the Superior Airmanship Award by the Air Line Pilots' Association."
https://en.wikipedia.org/wiki/Air_Transat_Flight_236
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The U.S. uses 60 hertz which is more efficient than 50 hertz, so we have one advantage over Europe's power system. "Founded by the Westinghouse Company, Tesla's AC system became the American standard power supply. But at the same time, German company AEG started to provide power and has a monopoly in Europe. They decided to use 50Hz instead of 60Hz, because they use a decimal (US using duodecimal), this calculation is more convenient, but they still retained the voltage of 110V. Unfortunately, 50Hz AC efficiency is far poorer than 60Hz. Because of the efficiency of 50Hz generators has 20% lower than 60Hz, and the transmission efficiency has 10-15% lower. 50Hz transformers require larger windings, and the motor efficiency is also lower. Because they use a low frequency, so they have to spend more money solving the power loss and high heating problems." http://www.50hz60hz.com/why-different-frequency-voltage-power-supplies-are-used-in-different-countries.html
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