Malaysian Airlines MH370 contact lost
The report said data automatically downloaded and sent to the ground from the Boeing 777’s engines indicated the plane remained in the air for a total of five hours – a further four hours after contact was lost.
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Engine performance data
Engine performance data are sent automatically through ACARS.
Now, IF such data were actually downlinked by the aircraft and indicate an additional 4 hour flight time, then two questions arise:
1) Where did the WSJ take this information from? Boeing? ARINC?
2) Why did Malaysia Airlines declared at an earlier stage of the investigation that no ACARS had been received after the time the aircraft had disappeared?
Either someone is speculating without any shred of evidence or someone is withholding vital information for some reason.
Now, IF such data were actually downlinked by the aircraft and indicate an additional 4 hour flight time, then two questions arise:
1) Where did the WSJ take this information from? Boeing? ARINC?
2) Why did Malaysia Airlines declared at an earlier stage of the investigation that no ACARS had been received after the time the aircraft had disappeared?
Either someone is speculating without any shred of evidence or someone is withholding vital information for some reason.
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It struck me as odd, from the beginning, that a catastrophic event would happen right at the point of handover to another countrys ATC, where Comms were weak, and where radar coverage was nearing its limit. Not to say all the holes in the cheese lined up, it's definitely happened before, but .... if you planned to divert an aircraft, where else would you select?
If I wanted to take an aircraft and head west, I might choose a flight that at least started off in the right direction and was heading out of (rather than into) PSR coverage...
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Totally agree, and you'll find those who were defending the captain with his home flight sim, are infact pilots and regular posters on Pprune. Unlike the many "one post wonders" who are now swarming this thread with their far fetched and ridiculous Hollywood movie script conspiracy theories.
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So many mysteries!
Interesting read about what Malaysia is not telling us
Is Malaysia Airlines telling us the truth about Flight MH370? | News.com.au
Is Malaysia Airlines telling us the truth about Flight MH370? | News.com.au
They may be limited to engine parameters only, and just get added to a file for each powerplant, attracting no attention until someone goes looking for them.
We're asked to believe that an aircraft known to be fitted with Rolls' engine health monitoring system goes AWOL, and that it doesn't occur to anyone in Derby until several days later to go and look at how long EHM reports were being received from said aircraft.
That beggars belief - if it turns out to be true, heads should roll.
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Yes it is nitpicker, usually VHF 3 in my humble type exp. There's been no mention of HF I can see on the posts recently.
Regardless, I intend to sit back and watch the scenario unfold, and let the authorities do the vital work they're paid for. Noted your post below, Rgds for now
Regardless, I intend to sit back and watch the scenario unfold, and let the authorities do the vital work they're paid for. Noted your post below, Rgds for now
I've not seen it mentioned yet....
Has anyone considered similarities to Helios Airways Flight 522?
https://en.wikipedia.org/wiki/Helios_Airways_Flight_522
But in a much more 'remote' location and at night and over sea.
Has anyone considered similarities to Helios Airways Flight 522?
https://en.wikipedia.org/wiki/Helios_Airways_Flight_522
But in a much more 'remote' location and at night and over sea.
In the case of Helios 522, the xpdr didn't stop working and the crew communicated pressurisation problems on the company frequency already during initial climb, just to name two dissimilarities. It has no bearing on this accident.
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Engine performance data are sent automatically through ACARS.
Now, IF such data were actually downlinked by the aircraft and indicate an additional 4 hour flight time, then two questions arise:
1) Where did the WSJ take this information from? Boeing? ARINC?
2) Why did Malaysia Airlines declared at an earlier stage of the investigation that no ACARS had been received after the time the aircraft had disappeared?
Either someone is speculating without any shred of evidence or someone is withholding vital information for some reason.
Now, IF such data were actually downlinked by the aircraft and indicate an additional 4 hour flight time, then two questions arise:
1) Where did the WSJ take this information from? Boeing? ARINC?
2) Why did Malaysia Airlines declared at an earlier stage of the investigation that no ACARS had been received after the time the aircraft had disappeared?
Either someone is speculating without any shred of evidence or someone is withholding vital information for some reason.
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What kind of radar tracking capability would Myanmar have, would it be possible to sneak up through their airspace?
And mods, that is not meant to be flippant. Any pilot who has flown over those routes would agree with my sentiments, if perhaps not my overstatement.
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Conspiracy or catastrophe?
What else we know or guess?
1) COM: The crew saluted the Lumpur ACC when requested to switch frequency to HCM. Normal procedure. They never contacted HCM. Optimum point of time to take control of an airplane as the next sector would not immediately start asking . Catastrophe? Could be, but coincidental. Conspiracy? Needs support from the cockpit crew to hit this spot in time.
2) Transponder: went off at about the same time (obviously a little later than COM). Catastrophe? Could be, but airplane and debris should have been found. Decompression theory would leave transponder uneffected and on. Conspiracy? Crew needs to be involved or very smart hijackers as 9/11
3) ACARS (airframe): only two packets were sent on and after departure. Correlates with limited VHF ACARS coverage in the area. Also depends on the ACARS reporting settings if more was to expect. Every airline has its unique scheme.
4) ACARS (RR engines): packet(s) were received up to 4 hours after last contact. These packets come every 30 minutes. If the airplane had SATCOM AND ACARS via SATCOM was enabled (I doubt) these packets could be sent from elsewhere. A SATCOM antenna does not mean data can go via SATCOM! If the airplane had VHF only the associated ground station may be known, but it may take days to identify it or the data has been overwritten already.
5) Why is RR so late? a) Weekend. b) It takes time to crawl through the data, when they do not popup because of a technical anomality. c)It may be late, they may be archived.
1) COM: The crew saluted the Lumpur ACC when requested to switch frequency to HCM. Normal procedure. They never contacted HCM. Optimum point of time to take control of an airplane as the next sector would not immediately start asking . Catastrophe? Could be, but coincidental. Conspiracy? Needs support from the cockpit crew to hit this spot in time.
2) Transponder: went off at about the same time (obviously a little later than COM). Catastrophe? Could be, but airplane and debris should have been found. Decompression theory would leave transponder uneffected and on. Conspiracy? Crew needs to be involved or very smart hijackers as 9/11
3) ACARS (airframe): only two packets were sent on and after departure. Correlates with limited VHF ACARS coverage in the area. Also depends on the ACARS reporting settings if more was to expect. Every airline has its unique scheme.
4) ACARS (RR engines): packet(s) were received up to 4 hours after last contact. These packets come every 30 minutes. If the airplane had SATCOM AND ACARS via SATCOM was enabled (I doubt) these packets could be sent from elsewhere. A SATCOM antenna does not mean data can go via SATCOM! If the airplane had VHF only the associated ground station may be known, but it may take days to identify it or the data has been overwritten already.
5) Why is RR so late? a) Weekend. b) It takes time to crawl through the data, when they do not popup because of a technical anomality. c)It may be late, they may be archived.
Our 777's were fitted with HF DATA LINK only when they needed to fly over the Polar regions where Satcom was not always available.
VHF is normally the preferred cheaper option, followed by SATCOM. HF is only used if the other 2 channels won't work. Probably due to the fact HF connections can be scratchy as they are time of day and weather effected etc.
VHF is normally the preferred cheaper option, followed by SATCOM. HF is only used if the other 2 channels won't work. Probably due to the fact HF connections can be scratchy as they are time of day and weather effected etc.
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Earlier Qn,
Diego doesn't have a radar, certainly no freqs listed.
I commented on this ages ago, but some form of unlawful interference combined with depressurization (did someone have a grenade that went off, were the individuals trying to gain access using a device?), jet stuck in heading mode, poodles on into Indian Ocean, Abdul and his mate switch off modes, jet left unfortunately without a trace.
Having flown recently in that part of the world, ( Indian Ocean) it's pretty bloody remote! Flying for a good 30 mins with absolutely no HF comms across a couple of boundaries (dream of cpdlc...)
As for regaining consciousness, not a chance if you were up at 300 for a few hours without oxy.
Unlikely though, I think that anything would have got through security.
Does VHF/hf acars connect to an arinc ground station direct or is it pushed along to other aircraft in the vicinity? I use hf data regularly, nowhere near as reliable as one would hope.
Diego doesn't have a radar, certainly no freqs listed.
I commented on this ages ago, but some form of unlawful interference combined with depressurization (did someone have a grenade that went off, were the individuals trying to gain access using a device?), jet stuck in heading mode, poodles on into Indian Ocean, Abdul and his mate switch off modes, jet left unfortunately without a trace.
Having flown recently in that part of the world, ( Indian Ocean) it's pretty bloody remote! Flying for a good 30 mins with absolutely no HF comms across a couple of boundaries (dream of cpdlc...)
As for regaining consciousness, not a chance if you were up at 300 for a few hours without oxy.
Unlikely though, I think that anything would have got through security.
Does VHF/hf acars connect to an arinc ground station direct or is it pushed along to other aircraft in the vicinity? I use hf data regularly, nowhere near as reliable as one would hope.
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I'm not too educated, being a humble GA pilot...
Is it possible for a 'failure' - not of the airframe, but of the systems/electrics, to render transponders/ACARS etc. (but not engine health reporting) unserviceable all at once?
Would that affect the flight controls to the point that they are useless?
If not:
One would expect that the pilots, having so much experience, could use the 'old fashioned' map and pencil (or even iPad) techniques to find their way back to solid ground and even perhaps pull their phone out and make a phone call from a realistic within somewhere in reception?
Or, I could just be a big fan of conspiracies...
Is it possible for a 'failure' - not of the airframe, but of the systems/electrics, to render transponders/ACARS etc. (but not engine health reporting) unserviceable all at once?
Would that affect the flight controls to the point that they are useless?
If not:
One would expect that the pilots, having so much experience, could use the 'old fashioned' map and pencil (or even iPad) techniques to find their way back to solid ground and even perhaps pull their phone out and make a phone call from a realistic within somewhere in reception?
Or, I could just be a big fan of conspiracies...