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Google resumed selling games on its South Korean Android Market yesterday, in response to the local government changing the law exempting mobile games from the app store. After Google reversed a self-imposed sales block from April 2010, any publisher can launch a game on the Android Market as long as they accept restrictions on gambling- and sexually-themed products. Android has a 75 percent market share for devices in South Korea, and the gaming industry has become particularly lucrative on the mobile platform. New methods of advertising, micropayments and virtual goods have spread across the industry like wildfire, and established Asian markets are great places to rapidly evolve.
But South Korea isn?t the only Asian region that?s earned the affections of Android?s mobile gaming industry. Japan is a ready market too. SEGA has been revving-up its Android efforts with back-to-back game releases earlier this month, and plans for an Android launch of Sonic the Hedgehog in December. In fact, if you buy the pre-loaded Android tablet from GameStop, you?ll gain early access. But a new title, Sonic Advance (popular from the GameBoy Advance era), has popped up in the Japanese Android Market. The fast-paced platformer is similar to the original: collect rings, avoid enemies, spring through stage exits and call in your friends for reinforcement.
Given the surging appeal of Japan?s mobile market, where Google has outgrown Apple, game makers find a ripe user base. Sony has been targeting Japan for some time, with an early launch of the PlayStation Vita there. Square Enix has also shared its plans for a big push into the Android Market, making its games available first to Japanese users. The company behind Final Fantasy and Crystal Defenders, is demonstrating that anticipation for Android versions is growing worldwide. Lara Croft and the Guardian of Light should be the first to appear outside of Asia as a temporary exclusive for another Sony product, the Xperia PLAY.
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HARARE, Zimbabwe ? A South African fast food and restaurant chain said Thursday it has withdrawn advertising that depicts the aging, authoritarian president of Zimbabwe as "the last dictator standing."
Nando's South Africa said in an announcement it noted with concern "political reaction" in Zimbabwe, including threats against managers, staff and customers at its spicy chicken franchise outlets across the country.
A television commercial shows Robert Mugabe dining alone at Christmas, his empty table set for departed dictators including Moammar Gadhafi.
Nando's says it will no longer air the advertising on South African television, which is beamed by satellite to tens of thousands of Zimbabwean subscribers.
On Tuesday, a militant youth group loyal to Mugabe called for a boycott and other unspecified punitive action against the chain unless the 60-second commercial was dropped and an apology made to Mugabe, 87, who led Zimbabwe to independence in 1980.
The announcement said the food chain took the threats seriously.
"We feel strongly that this is the prudent step to take in a volatile climate and believe that no TV commercial is worth risking the safety of Nando's staff and customers." it said.
To the soundtrack of Mary Hopkin's "Those Were the Days," the commercial shows an actor playing Mugabe reminiscing about his times with former dictators. It portrays him and Gadhafi engaging in a water-pistol fight, with Gadhafi wielding a golden AK-47 water pistol.
The ersatz Mugabe also makes sand angels with Iraq's Saddam Hussein, sings karaoke with Chairman Mao, and holds overthrown Ugandan dictator Idi Amin astride a tank in a scene parodying Leonardo DiCaprio and Kate Winslet in the hit movie "Titanic."
The head of Nando's Zimbabwe franchise said Tuesday it was not informed of the South African television and press campaign, and is independent of them.
Musekiwa Kumbula, corporate affairs director at Innscor Africa, holders of the Nando's franchise in Zimbabwe, said the commercial already widely seen on Zimbabwe websites and shown for the first time on television Wednesday was generated in South Africa for its market and clientele.
The Innscor group "strongly feels the advertisement is insensitive and in poor taste," he said.
It is an offense under Zimbabwe law to insult Mugabe or undermine the authority of his office.
Mugabe once maintained close ties with Gadhafi. But relations became strained over payments for a gasoline deal during acute fuel shortages and shortly before the Libyan leader befriended Western leaders such as former British Prime Minister Tony Blair, whom Mugabe harshly criticized for his policies toward Zimbabwe.
Chairman Mao's China helped train Mugabe's guerrillas to end white rule in the former British colony of Rhodesia and Mugabe has been a frequent visitor to China ever since.
Mugabe played host to Saddam Hussein at a world summit of the Non-Aligned Movement in 1986. And though Mugabe was a sharp critic of apartheid-era South African President P.W. Botha ? depicted in the commercial being pushed on a swing by Mugabe ? apartheid South Africa remained Zimbabwe's biggest trading partner.
Business tycoon Ray Kaukonde, a major stockholder in Innscor and a former provincial governor in Mugabe's ZANU-PF party, said the advertising denigrated Mugabe. He called it "a violation of business ethics" and said it was "in total disregard of African values."
Critics, Western governments and rights groups have said Mugabe became increasingly authoritarian and unleashed a decade of violence, vote-rigging and intimidation amid a breakdown of the rule of law after he ordered the seizures of thousands of white-owned farms in 2000.
Human rights activists accuse the militant Mugabe youth group known as Chipangano of forming violent gangs that roam Harare's impoverished townships and seize property from those seen as supporters of Prime Minister Morgan Tsvangirai's former opposition party in the nation's fragile 30-month coalition government.
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A panel of editors, lexicographers and others at Dictionary.com have chosen the Word of the Year for 2011. The word is...
Pronounced "ter-JIV-er-sate", it means ?to change repeatedly one's attitude or opinions with respect to a cause, subject, etc.; equivocate.?
So we could say that, in 2011, the stock market tergiversated; or that the public tergiversated about Occupy Wall Street.
"We're taking a stand on this choice," Jay Schwartz, Dictionary.com's Head of Content told The Huffington Post. "We think that it's immensely rewarding to find existing words that capture a precise experience, and this year, tumult has been the norm rather than the exception. There are contested public spaces around the world, where people are demonstrating in one direction or another. Opinions and circumstances have been oscillating so much.
"This word encompasses an sense of 'flip flopping' but it also implies a number of other complicating forces. Unlike 'flip flop', 'tergiversate' suggests a lack of intentionality - it's a change in state more out of necessity, as new events happen at great speed, whether in the economy, politics or attitudes."
The word's origins come from the Latin for "to turn one's back". Though not in common usage, it was utilized by The Times of London in August to describe the changing attitudes of stock markets.
According to Schwartz, the team considered other words, including "occupy", "austerity", "jobs" (both the noun and the person), "zugzwang" and "insidious".
However, though they may have tergiversated during their discussions, there will be no more tergiversation on the matter. It's Dictionary.com's Word of The Year 2011.
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The Alienware M14xr3 ($2,002.99 direct), as indicated by its 1.49?inch thick chassis and 6.38-pound weight, packs a roster of powerful parts that are rarely seen in a 14-inch laptop. It's filled to the brim with wireless features like integrated wireless HD (adapter included), Killer Wireless-N Wi-Fi, and Bluetooth. And its Nvidia GPU and Core i7 processor are powerful enough to take on DirectX 11 games (on medium settings) and run through intensive multimedia tasks. Unfortunately, the amount of heat it emits is enough to qualify it as a mini space heater.
Design
Alienware laptops are made for gamers, which means the design has a "bling" factor. Two red grills glow on the bottom front of the chassis, and the keyboard also glows red (you can change the lighting within the Alienware Command Center). The keys are in the traditional style, rather than the isolated chiclet style that has become so popular among laptop manufacturers. These keys felt soft and springy under my fingers and provided one of the better typing experiences I've encountered on a laptop. The soft rubberized texture integrated into the palm rest?as well as the rest of the laptop?over its magnesium frame provided some traction while typing and adds to its unique design. The touchpad is made of plastic and provided a smooth navigating experience. The mouse buttons were quiet and easy to click.
The laptop's 14-inch widescreen displays in 1,600-by-900 resolution?a rare find. Most 14-inch laptops sport a 1,366 by 768 resolution, like the HP Envy 14 (Sandy Bridge) and Dell XPS 14z ($1,299 direct, 4 stars). And as mentioned before, most 14-inch laptops?and 15-inch laptops, for that matter?don't weigh over six pounds and support a chassis with such girth. The Sony VAIO VPC-SE16FX/S ($1,249.99 direct, 4 stars) (4.4 pounds), Asus N55SF-A1 ($1,249.99 list, 4 stars) (6.1 pounds), and Apple MacBook Pro 15-inch (late 2011) ($1,799 direct, 4 stars) (5.5 pounds)?all 15-inch laptops?weigh less than the M14xr3. Perhaps, if Alienware had dropped the slot-loading DVD drive in favor of lightening the load it would have made for a better traveling companion. But as it is, you'll probably want to consider something like the Alienware M11xr3 ($1,099 direct, 4 stars) if you're looking to game on the go.
Features
The M14xr3's huge price point largely comes from its added features, the Killer Wireless-N 1333 being one of the most important. This Wi-Fi card is able to stream up to 450Mbps, and its Advanced Stream Detect technology is able to intelligently classify and prioritize network traffic (e.g., streaming a movie vs. connecting to World of Warcraft). Other wireless features include Bluetooth for connecting peripherals and Wireless HD (WiHD) (a technology similar to that of Intel's WiDi), which transmits your computer's contents to an HDTV in 1080p. It can also stream protected content, like Blu-rays, just like WiDi 2.0. Alienware provides a receiver, instead of making you pay $100 extra for a Netgear Push2TV box ($99 list) as most WiDi-equipped laptops do. The M14xr3 also comes with all the right ports, including VGA, mini-DisplayPort, and HDMI video outputs, a USB 2.0 that doubles as a charging dock for your USB devices, two USB 3.0 ports, an Ethernet jack, a multi-format card reader (MMC, SD, MS/Pro), and two headphone jacks and a microphone jack.
Its 750GB hard drive spins at a fast 7,200rpm?one of the fastest you can get on a laptop without resorting to a solid-state or flash memory drive. The hard drive is also the largest you can get in this size chassis. It should provide plenty of space to store all your games and files with room to spare; if not, you can always take advantage of the USB 3.0 port to transfer your files to an external hard drive.
Performance
The M14xr3's high-powered parts are squeezed into a smaller chassis, which means that heat builds up faster. During game tests, the laptop's keyboard registered a temperature of 107.5 degrees, palm rest registered 96.5 degrees, and underside registered a sizzling 114 degrees Fahrenheit (as measured by our Fluke thermometer).
In day-to-day productivity tests, the M14xr3 was tops in PCMark 7 (2,749) compared with the MacBook Pro (2,235) and Asus N55SF-A1 (2,482). It encoded a video in Handbrake in 1 minute 30 seconds and completed our Photoshop CS5 script in 3:39?the same time it took for the MacBook Pro to complete both tests.
The M14xr3's 8-cell, 63Wh battery performed well, lasting 4 hours 18 minutes on our MobileMark 2007 battery test, thanks mainly to the Optimus technology integrated within the Nvidia graphics chip. Optimus is an automatic graphics-switching technology that flips between the discrete GPU for 3D-intensive tasks such as gaming and integrated graphics for routine applications. However, the Asus N55SF-A1's 56Wh battery (4:39) and MacBook Pro's 77.5Wh battery (5:26) lasted longer.
The Alienware M14xr3 is the middle child of the Alienware family. Its weight makes it better suited to a life as a desktop replacement, but if you're looking to go that route you might as well splurge for the Editors' Choice Alienware M17x (Sandy Bridge) ($2,254 direct, 4.5 stars), which provides better heat dissipation and has a bigger screen. Meanwhile, if you're looking to game on the road, you're better off leaning toward the Editors' Choice Alienware M11xr3. But if you can do without the expensive extras, like Killer Wireless-N Wi-Fi and Wireless HD, the Asus N55SF-A1 (which costs $753 less) and Editors' Choice Apple MacBook Pro (which costs $203 less) might be better options for a pure-performance gaming machine.
BENCHMARK TEST RESULTS:
COMPARISON TABLE
Compare the Alienware M14xr3 with several other laptops side by side.
More laptop reviews:
??? Alienware M14xr3
??? Asus Zenbook UX31-RSL8
??? HP ProBook 4430s
??? HP Pavilion dv7-6b55dx
??? Sony VAIO VPC-F237FX/B
?? more
Source: http://feedproxy.google.com/~r/ziffdavis/pcmag/~3/8MTvSeOCwlM/0,2817,2396764,00.asp
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(As always, If You Assume That Any Given Plane Crash is Due to Pilot Error, You?ll Probably Be Right.)
Here?s an article about the new NTSB report.
Does it make sense to commute to Los Angeles for work, even if you can? I don?t know.
Does it make sense to listen to the advice of your air traffic controller concerning the advisability of taking off into heavy fog, even if you don?t have to? Yes it does.
Is there a reason why pilots are told to turn over the Bay after takeoff? Yes there is.
Oh well.
Here?s what people down Palo Alto Way are saying.
And?here?s the ?chilling recording? from a SpotShotter tower. It?s about what you?d expect, with crashing noises and the yelling of the day care center kids who saw the crash.
The former N5225J, a Cessna 310R with relatively new, perfectly-fine-at-the-time engines:?
(I?ll tell you, I don?t know why our federal government subsidizes Tesla Automotive (and for that matter, General Monkeybusiness in Detroit). Was Tesla paying for the avgas that this Cessna was burning? Does Tesla reimburse CEO Elon Musk for the jet fuel that he burns as he joyrides around the world, as is his wont? I think Tesla used to, but I don?t know about these days. You know, for an electric car company what?s produced not a whole bunch of electric cars, Tesla seems to burn up a lot of petroleum?)
Anyway, here?s the summary ? the whole thing you?ll find after the jump.
?NTSB Identification: WPR10FA136
14 CFR Part 91: General Aviation
Accident occurred Wednesday, February 17, 2010 in Palo Alto, CA
Probable Cause Approval Date: 11/22/2011
Aircraft: CESSNA 310R, registration: N5225J
Injuries: 3 Fatal.
The pilot departed the airport in near-zero visibility instrument meteorological conditions, and shortly after takeoff, struck a power pole and power lines before impacting terrain. Review of recorded air traffic control tower (ATCT) transmissions revealed that the pilot was initially given his instrument flight rules (IFR) clearance to turn right to a heading of 060 degrees and climb to 3,000 feet. Shortly after verifying his IFR clearance, the pilot received his IFR release from the ATCT controller and was informed that the runway was not visible to the controller. The controller further informed the pilot that takeoff was at his own risk. Shortly after, the controller notified the pilot that he had two minutes for his IFR release, before it expired. The pilot stated that he did not hear a ?cleared for takeoff? instruction from the controller. The controller responded that he could not clear the pilot for takeoff, due to not having the runway environment in sight and that ?the release is all yours and it?s at your own risk sir.? The pilot acknowledged the transmission and proceeded to take off. One witness, who was adjacent to the accident site, reported that she observed an airplane ?suddenly appear from the fog? left of her position. The witness stated that she continued to watch the airplane fly in a level or slightly nose up attitude until it impacted power lines.
Accident site evidence was indicative of a level impact with a power pole about 50 feet above ground level (agl) and at a high airspeed. All major structural components of the airplane were located within the wreckage debris path. Examination of the airframe, engines and propellers disclosed no evidence of any preimpact mechanical anomaly. Weather conditions reported five minutes prior to the accident were wind variable at 5 knots, visibility 1/8th mile, fog, and vertical visibility of 100 feet agl. Weather conditions recorded by the ATCT 11 minutes after the time of the accident were visibility 1/16th mile, fog, and a vertical visibility of 100 feet agl.
Local law enforcement provided recordings from a sound recording system, which captured the accident sequence. The recordings were coupled with airport surveillance radar to interpolate a flightpath for the airplane. The interpolated flightpath indicated an approximate 45-degree left turn shortly after departure to the area of initial impact with the power pole and power lines. A sound spectrum study determined both engines were operating near full power.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot?s failure follow the standard instrument departure as instructed, and his failure to attain a sufficient altitude to maintain clearance from power lines during takeoff in instrument meteorological conditions.?
WPR10FA136
HISTORY OF FLIGHT
On February 17, 2010, about 0754 Pacific standard time, a Cessna 310R airplane, N5225J, was substantially damaged when it impacted multiple residential structures and terrain following an in-flight collision with power lines and a power line tower shortly after takeoff from the Palo Alto Airport (PAO), East Palo Alto, California. The commercial pilot and his two passengers were killed. There were no reported ground injuries. The airplane was registered to Air Unique Inc., Santa Clara, California, and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed for the cross-country flight. The flight was originating at the time of the accident with an intended destination of Hawthorne, California.
Review of recorded air traffic control tower communications between the pilot and controller revealed that the pilot was issued his IFR clearance at 0741, which cleared the pilot to Hawthorne Airport via a right turn to a heading of 060 degrees within one mile of Palo Alto, vectors San Jose, Salinas as filed, climb and maintain 3,000 feet, expect 9,000 feet five minutes after departure. The pilot acknowledged the IFR clearance by reading it back to the controller. At 0746, the pilot contacted the air traffic control tower controller, stating he was ?ready three one, IFR to Hawthorne.? The controller responded, telling the pilot to hold for IFR release.
At 0749, the controller transmitted that information November was current, wind variable at 5 knots, visibility 1/8th mile, fog, vertical visibility of 100 feet above ground level (agl). At 0751, the controller transmitted to the pilot that he had his IFR release and stated ?the runway is not visible, so it?s at your own risk.? The pilot responded shortly thereafter, ?[I] understand.? At 0752, the controller informed the pilot that he had two minutes for his IFR release. The pilot responded that he did not hear a ?cleared for takeoff.? The controller responded that ?I cannot clear you for takeoff because I don?t have visibility on the runway, so ah, the release is all yours and it?s at your own risk sir.? The pilot responded ?ok, 25 Juliet, rolling.? No further radio communications were heard from the pilot.
Multiple witnesses located adjacent to the accident site reported observing portions of the accident sequence. One witness, who was walking on a levee near the accident site, reported that she observed an airplane ?suddenly? emerge from the fog to the left of her position. The witness stated that she continued to watch the airplane fly in a level or slightly nose up attitude from her left to her right at a low altitude until it impacted power lines shortly thereafter.
PERSONNEL INFORMATION
The pilot, age 56, held a commercial pilot certificate with airplane single-engine land, multi-engine land, and instrument airplane ratings. The pilot also possessed a flight instructor certificate with airplane single-engine and multi-engine ratings. A second-class airman medical certificate was issued on November 12, 2009, with the limitation ?Must wear corrective lenses for near and distant vision.? The pilot reported on his most recent medical certificate application that he had accumulated 2,900 total flight hours. Review of the pilot?s logbook revealed that from May, 2009 to September 23, 2009, only dates were recorded with no flight time or aircraft information. No entries were recorded from September 23, 2009 to the most recent entry, dated January 27, 2010. The most recent logbook entry noted 1.8 hours of flight time, of which 1 hour was simulated instrument flight time and 0.2 hours in actual instrument conditions, flight time that was part of the pilot?s most recent instrument competency-check. The pilot?s most recent flight review was completed on November 11, 2009.
AIRCRAFT INFORMATION
The six-seat, low-wing, fixed-gear airplane, serial number (S/N) 310R0807, was manufactured in 1977. It was powered by two Teledyne Continental Motors (TCM) IO-550-A (8) engines, rated at 300 horse power and equipped with McCauley variable-pitch propellers.
Review of copies of the aircraft maintenance logbook records recovered from the wreckage revealed that an annual inspection was completed on April 27, 2009, at a recorded tachometer reading of 743 hours, airframe total time of 6,350 hours, left engine total time since new of 150 hours, and right engine total time since new of 150 hours. The factory new left and right engines were installed on the airframe on August 25, 2004, at an airframe total time of 6,191 hours.
METEOROLOGICAL INFORMATION
A review of recorded data from the automated weather observation station located at PAO revealed that at 0654, wind was variable at 4 knots, visibility (M)1/4 mile, fog, vertical visibility of 100 feet agl, and an altimeter setting of 30.03 inches of Mercury. At 0742, the ATCT controller at PAO reported wind variable at 5 knots, visibility 1/8th mile, fog, and a vertical visibility of 100 feet agl. Review of a weather log for the Palo Alto Air Traffic Control Tower revealed that at 0805, visibility was 1/16th mile, fog, and a vertical visibility of 100 feet agl.
At 0853, the weather observation station at PAO reported wind variable at 4 knots, visibility 1/8th mile, fog, and a vertical visibility of 100 feet agl.
WRECKAGE AND IMPACT INFORMATION
Examination of the accident site by representatives from Cessna Aircraft Company and Teledyne Continental Motors under the supervision of the Federal Aviation Administration (FAA) and NTSB investigator-in-charge (IIC) revealed that the First Identified Point of Contact (FIPC) was an electrical tower located about 0.41 nautical miles northwest of the departure end of runway 31. Examination of the tower revealed that the airplane struck the tower and power lines about 40 to 50 feet agl. Wreckage debris from the aircraft was spread throughout the approximate 897-foot long wreckage energy path, which was oriented on a magnetic heading of about 237 degrees.
Two left propeller blade tips were located adjacent to the FIPC. Remains of the left engine cowling, nose cowling, left main gear door, and left gear door hinge were located near the FIPC. The outboard portion of the left wing (left fuel tank, left aileron, and a portion of the left flap) was located adjacent to a residential structure about 462 feet southwest of the FIPC and exhibited thermal damage. The inboard portion of the left wing (top left engine cowling, left engine nacelle, inboard portion of the left flap, left main gear) was located 560 feet from the FIPC and in a partially inverted position. The left main gear was observed secured within the wheel well. Forty-five degree striations were observed on the top middle area of the nacelle baggage door.
Three impact marks were observed on the street curb about 686 feet from the FIPC. The impact marks observed were consistent with propeller blade strikes. An impact mark on the adjacent sidewalk was consistent with engine impact. Additional scoring was observed on the sidewalk within the area of the propeller strike marks and was consistent with the main fuel tank impact.
About 15 feet beyond the strike marks on the curb, a portion of a landscaping retaining wall was displaced and extended towards the main wreckage. The main wreckage was observed adjacent to a residential structure, remaining partially on the residence driveway, yard, sidewalk, and street. Within the main wreckage, three vehicles and a light standard were observed. The main wreckage consisted of remains of the fuselage, cockpit structure, empennage, horizontal stabilizer, elevators, vertical stabilizer, rudder, right wing, and right engine. The main wreckage, vehicles, and light standard exhibited severe thermal damage.
The left and right engine and left and right propellers were shipped to their respective manufacturers for further examination.
MEDICAL AND PATHOLOGICAL INFORMATION
The San Mateo County Coroner?s Office conducted an autopsy on the pilot on February 18, 2010. The medical examiner determined that the cause of death was ??Multiple Blunt Injuries.?
The FAA?s Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on the pilot. According to CAMI?s report, carbon monoxide, cyanide, volatiles, and drugs were tested. The report noted the following positive results: ?0.011 (ug/ml, ug/g) Diphenhydramine detected in Blood, Diphenhydramine detected in Urine, Metoprolol detected in Urine, Metoprolol detected in Blood.?
TESTS AND RESEARCH
The left and right engines were examined at the facilities of Teledyne Continental Motors (TCM) under the supervision of the Safety Board IIC on March 1, 2, and 3, 2010. The examination of the left and right engines revealed no preimpact mechanical anomalies that would have precluded normal operation.
A handheld Garmin GPS was located within the wreckage debris path. The GPS was sent to the NTSB Vehicle Recorders Laboratory, Washington, DC for further examination. The recovered recorded data revealed that on the day of the accident, a data track was observed from the parking area of PAO to runway 31. No further data was recovered from the GPS unit.
Examination of both recovered propellers was conducted at the facilities of McCauley Propeller Systems, Wichita, Kansas, on February 23, 2011, under the supervision of an NTSB investigator. The McCauley Propeller Systems representative reported that the examination found that propeller damage was a result of impact forces and no indications of propeller failure prior to impact were found. Both propellers were rotating at the time of impact and that neither propeller was at or near the feathered position at the time of impact. The representative further reported that both propellers were being operated under conditions of power at the time of impact, of which the exact amount of power was not determined.
Local law enforcement provided recordings from a Shotspotter recording system. The Shotspotter system is an array of acoustic sensors deployed in high-crime areas that are triggered by impulsive events such as explosions or gunshots in order to alert and provide information to law enforcement. Review of the audio recording system revealed that multiple recording sites recorded the accident sequence. The captured recordings were sent to the NTSB Vehicle Recorders Laboratory for further examination.
According to the NTSB Vehicle Recorders Laboratory specialist?s report, the accident triggered five Shotspotter sensors. A sound spectrum study was performed to determine if any engine operating parameters such as RPM could be established. Five audio files approximately 2 minutes in length were provided to the Safety Board for analysis. The recordings, coupled with Airfield Surveillance Radar at Moffett Field, southeast of Palo Alto, which briefly tracked N5225J after departure, captured four radar targets, each approximately 4.5 seconds apart. When plotted, the first target appeared to the right of the runway. The radar data was corrected to place the aircraft on the runway during the takeoff roll. Using the initial impact point in addition to the four radar targets, a flight path was interpolated in one second intervals. The interpolated flight path showed an approximate 45-degree left turn shortly after departure to the FPIC.
A sound spectrum study was performed to determine the engine speed from recorded audio from 4 sensors on the ground at the time of the accident. Because the aircraft was moving at over 200 knots over the ground at the time of the accident, the Doppler frequency shift had to be calculated. The study determined that both engines were operating near full power. See the Sound Spectrum Study within the public docket for more details.
Tags: 2011, 310, 310R, air, Air Unique, aircraft, airplane, airport, Andrew Ingram, auto, automotive, bay area, Brian Finn, california, center, cessna, crash, crashes, daycare, dead, Doug Bourn, Douglas Bourn, Douyg Bourn, East Palo Alto, electircal, electric ca, Employees, engineer, engines, fog, ga, general aviation, identification, N5225J, ntsb, Palo Alto Airport, pilot, R., San Francisco, ShotSpotter, tesla, twin, WPR10FA136
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