beloved new york rangers, she was on the scene of the crash of flight 587 in queens and reported from manhattan after the attack on the world trade center. aside from her impressing reporting in cleveland and orlando, her most important role was that of a mother and wife. friends and colleagues note her unwavering love and pride of her two young sons. she was all about her kids. she chose the morning shift, she could have gotten off of it several times getting up at 2:00 in the morning to go to work but wanted that job to get home to her boys. lisa colagrossi was 49 years old. let s turn now to some of the other morning papers. the new york times. seven children aged 5 through 16 were killed in a fire in brooklyn this weekend. according to officials, the fire was sparked by a hot plate that malfunctioned sending flames ss racing up the stairway where the
of composite material in that tail. why was it not found floating. i know we saw air france 447 back in 01, american airlines flight 587 the same kind of situation. so you would think with an airbus you might see the floating tail. it may still be attached to the fuselage and we don t see anything that seems to resemble that. it s hard to say. what is going to be able to tell us definitively whether this plane broke up in the air or broke up when it hit the water? what part of the debris? how much debris has to be collected to tell us that les? it s all a matter of how it s fragmented. a lot of it unfortunately, the gruesome task of doing autopsies, the flight attendant that was initially identified they may already know at this point in time whether she has saltwater in her lungs and that may very well have said whether he was aspirating at the time that the impact occurred. so there is there is that
that tell us? can anything tell us definitive without the black boxes? i find it hard to imagine frankly that you d have a 59-foot section of the airplane and not have the other parts of the airplane in close proximity. if a wing comes off a plane, that planes not going to go anywhere. it s going to come pretty much straight down. you might find some separation american airlines 587 came apart over jfk in 2001 and some parts were a little bit over here a little bit over here but, you know very much in close proximity. it s been over a day since we started to hearing about the large pieces of wreckage. i don t quite how you could know it s a big piece of plane and yet not have taken that s even part of this plane. as we know it s been detected with sonar but it hasn t been what has been detected? what have they seen? it s a very good question. we have to tread carefully given the wake of mh-370 and the fact that so many leads were, then
situation. it s horrible to think about. david, philip hall wants to know, debris seems to be southeast of the last known location, does this imply that the pilot tried to turn around or is this due to currents? there s actually three options. one would be because of current. the other would be that he chose to turn around as being the most safe path to get through what he was going through. the third would be that he incurred a deep stall. in a deep stall recovery the aircraft is intent on getting or the pilot is intent on getting air over the top of the wings so he doesn t really pay attention to which direction he s going at that point. he s going to go the direction the plane wants to go. that s certainly good to know. richard, david writes is it possible that in an attempt to recover from a stall that a vertical stabilizer failure occurred? he s referencing american flight 587.
the sun will rise at 5:39. a moment ago we were showing those red severe thunder cells that this plane was flying into when the pilot requested to fly to a higher altitude. talk about a plane breaking up that air algier. what about airbus planes. back in 2001 american airlines light 587, it wasn t even a severe storm. it took off from an active runway in jfk in the vortex of a boeing 747. because it started to buffet as it was taking off apparently the co-pilot took a hard turn on the rudder and that tail came right off. that s unbelievable. you would think they would have solved that issue by now. is that a possibility here when you re dealing with composite elements, the new things that airbus and other manufacturers use. eric, what they ve done, because of we learn from these accidents, and because of