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That's not what I said. First, I never said "impossible", only "hard". Discrimination can also involve harassment and can often be very covert and subtle. So you might not be aware of it unless you are on the receiving end.

I don't disagree, but I think having extreme mixes (e.g. all black or all white, or all male or all female) can cause issues, and become less productive. But sure, ideally, we should be gender/race blind and merit-based, and things will take care of themselves.

I agree with you when it comes to the best policy in a "steady state" environment. But if you have any organization or company that's disproportionately (and significantly) skewed towards any single race or gender, it is unhealthy and less productive than it can be, in my opinion. So if I were...

I think it's obvious that as society tries to right a wrong, such as past overt discrimination against a minority, they sometimes over-correct and end up with reverse discrimination. I think in aviation it's less prevalent than in other areas, esp. since the ratio of female pilots in aviation...

I think you are missing the point. When you are in a majority, it's hard to tell when the minority is being discriminated against. When you yourself are discriminated against, then it's fairly easy, assuming you are reasonably objective. So it's not a symmetrical situation as you seem to imply.

It can become inaccurate when there is a very small number of hits and a significant rate of change, which this case seems to be. Ideally you'd want on board data (if available) as primary and external as backup/crosscheck. ADS-B when available is partially "on board" in this context.

The one potential benefit of ADS-B, at least before the on board recording equipment is found, is the self-reported data like airspeed or ROC, which in the case of radar can be way off. But once the on board "black boxes" are (hopefully) downloaded, that should be even more detailed and reliable.

Yes, the most classical I believe was the Therman Munson crash, often used as a generic term for the syndrome. But we have no idea if it's related to this accident.

Having tried to find ATC comms with the flight on LiveATC, all I found was Cleveland Approach trying to raise the flight, with no luck.

First of all, as you know, 97% of all statistics are made up, so don't get so uptight. Second, I don't see what my IR has to do with this. And I always do follow my clearance in Class B (and elsewhere), unless I have to deviate due to imminent collision or similar safety hazard. And what does...

We'll find out soon enough about actual radar hits. And as far as FA's algorithms, I am sure they keep improving them. In this case I don't see any major "defect" besides the assumption that when radar/ads-b input is lost, the aircraft keeps "coasting" (as opposed to "crashing"). I am sure that...

When low and near the ADS-B ground station, the ADS-B track may be more reliable than the radar. In this case, it seems that FA did not receive any radar hits, so ADS-B is all we have. And not sure what you mean by "real source" -- for all we know, the NTSB may not get any other external data...

Yes, classical case of "get-there-itis". I haven't read that report recently, but recall the pilot was a "go getter" who founded her own high tech company and was used to getting things done quickly.

Hey MAKG, slow down. That is the "radar track" as presented by FlightAware. I have been using FA to analyse accidents since they went online, and other sources before that. If you have a different short name for FA's output, feel free to let us know. In this case, as you can see, there are only...

Here is the recorded radar track: http://flightaware.com/live/flight/N614SB/history/20161230/0330Z/KBKL/KOSU/tracklog

Interesting point. I have yet to find a definitive reference on that issue. Until now I have assumed that only a single frame is sent at a time, and it is your local device that prepares the "looping" display by caching the older frames, and I can almost swear that when I turn it on in flight I...