Malaysian Airlines MH370 contact lost
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No but I am a Pilot at Biggin Hill Airport, I don't claim to be someone I'm not. But the T7 has a set fuel burn rate [SFCs] for different periods of flight which for this flight worked out to be 40T of trip fuel. I assume you know this.
The aircraft going missing had probably 70℅ of it's fuel uptake left - so 5-6hours unburned at time of dissapearance.
The aircraft going missing had probably 70℅ of it's fuel uptake left - so 5-6hours unburned at time of dissapearance.
No, those are initial misinterpretations of what FlightRadar24 is and isn't capable of telling us.
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Curious to know if Dangerous Goods were onboard... specifically lithium batteries. While we are D/G approved, that is one of a few items I refuse to carry on my jet.
Yes there were. In the ELT, each ULB, FMS not to mention cell phones, iPads, notebook computers...
I wonder if we should consider adding a baro switch to the ELT? That way a major failure that depressurized the cabin would start the ELT and might provide a better position fix prior to impact. If the aircraft is recovered by the flight crew they can always reset it from the remote switch.
Curious to know if Dangerous Goods were onboard... specifically lithium batteries. While we are D/G approved, that is one of a few items I refuse to carry on my jet.
Yes there were. In the ELT, each ULB, FMS not to mention cell phones, iPads, notebook computers...
I wonder if we should consider adding a baro switch to the ELT? That way a major failure that depressurized the cabin would start the ELT and might provide a better position fix prior to impact. If the aircraft is recovered by the flight crew they can always reset it from the remote switch.
short flights long nights
What is an ADR? God give me strength
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You agree that what was unlikely? Engine failure?? Not applicable to AF447.
AF447 went from cruising altitude to impact in just 3 1/2 minutes. During that time the crew were rather to busy trying to work out what was going wrong to make any calls.
An engine problem such as fuel starvation (for example) wouldn't have downed MH370 that quickly. I reckon they could have glided for 20-30 minutes which would have given them plenty of time to put out a Mayday. The fact they didn't do so suggests that whatever happened was either immediately catastrophic or quickly became so. Beyond that, I wouldn't like to speculate.
AF447 went from cruising altitude to impact in just 3 1/2 minutes. During that time the crew were rather to busy trying to work out what was going wrong to make any calls.
An engine problem such as fuel starvation (for example) wouldn't have downed MH370 that quickly. I reckon they could have glided for 20-30 minutes which would have given them plenty of time to put out a Mayday. The fact they didn't do so suggests that whatever happened was either immediately catastrophic or quickly became so. Beyond that, I wouldn't like to speculate.
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What about a triple ADR failure?
Just re the stolen passports, is there not a high crime rate of stolen passports in Thailand, and possibly could this simply have been immigrants trying to get into China? I would be unaware I have to admit of immigration trends to China, initially I would have though it wouldn't be that high - But its the only real concrete information in relation to MH370 at the moment, alike AF447 I think it will be a while before we actually know what happen this aircraft.
No, those are initial misinterpretations of what FlightRadar24 is and isn't capable of telling us
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And a T7 has how many of these devices?
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Last time I checked the 777 had no ADRs, but when I get to work tomorrow, I will check.
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777-200 'planned' fuel burn equates to an average of 6 tonnes an hour in the cruise. Extra needs to be taken into account for climb and cruise climbs.
Minimum reserve fuel for our fleet 'tends' to be around 3 tonnes.
Taxi fuel, contingency fuel and diversion fuel on top.
For example a recent flight of mine, 10 and 1/2 hours.
Trip fuel 77.3 tonnes
Contingency 2 tonnes
Div 3 tonnes
Reserves 3 tonnes
Taxi 500kg
Total 85.8 tonnes.
Make of that what you will if you want to calculate how much fuel they would have had on board.
As a previous SAR pilot kerosene will show up as smooth 'rainbowing' on the surface of the sea. Crude oil produces the brown slicks and grey water discharges from merchant vessels.
My condolences to the crew and passengers, I will await the accident report with interest.
Minimum reserve fuel for our fleet 'tends' to be around 3 tonnes.
Taxi fuel, contingency fuel and diversion fuel on top.
For example a recent flight of mine, 10 and 1/2 hours.
Trip fuel 77.3 tonnes
Contingency 2 tonnes
Div 3 tonnes
Reserves 3 tonnes
Taxi 500kg
Total 85.8 tonnes.
Make of that what you will if you want to calculate how much fuel they would have had on board.
As a previous SAR pilot kerosene will show up as smooth 'rainbowing' on the surface of the sea. Crude oil produces the brown slicks and grey water discharges from merchant vessels.
My condolences to the crew and passengers, I will await the accident report with interest.
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Andrasz (post #372)
The advisory on the MAS website that contact with MH370 was lost at 0240 local is obviously in error, perhaps unintentional or a misinterpretation.
Rockhound
The advisory on the MAS website that contact with MH370 was lost at 0240 local is obviously in error, perhaps unintentional or a misinterpretation.
Rockhound
Which bit of your scenario have I got wrong?
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Last time I checked the 777 had no ADRs, but when I get to work tomorrow, I will check.
Nope, no ADR. ADIRS. Air Data Inertial Reference System provides
primary, secondary and standby air data.
Inertial reference information.
Components are:
One ADIRU
One SAARU
Eight air data modules
six static ports
three pitot probes
two angle of attack vanes
two TAT probes.
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T777 is pretty bullet, idiot proof in its design, so if the ADIRU went off then the SAARU would have taken over, if every thing failed the aircraft is capable of being hand flown all be it in a degraded state.
The guys flying it were pretty experienced, and giving the captains age and experience would have been able to hand fly it, having probably flown steam driven planes prior to getting on the T777.
If as its been said here its altitude went from 35000ft to 0 in one minute, its either blown up (bomb or massive structural failure) or the wings come off due to fatigue from previous damage and its torn its self apart.
Does anyone recall if the guys in TWA800 got a mayday call out.
The guys flying it were pretty experienced, and giving the captains age and experience would have been able to hand fly it, having probably flown steam driven planes prior to getting on the T777.
If as its been said here its altitude went from 35000ft to 0 in one minute, its either blown up (bomb or massive structural failure) or the wings come off due to fatigue from previous damage and its torn its self apart.
Does anyone recall if the guys in TWA800 got a mayday call out.
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So (correct me if I am misquoting you, please) you are seriously suggesting that the aircraft's final ADS-B squitter indicated a true altitude of zero, presumably at the point where (obviously intact, despite no voice or ATC comms during the descent from FL350) it impacted the sea.
Which bit of your scenario have I got wrong?
Which bit of your scenario have I got wrong?
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What about a triple ADR failure?
Precisely what I also think, but apparently its unwise to think of such things!
Second, even when it has happened it is still possible to fly the plane by turning the systems off.
Third, as such incidents have shown with ADR failure communications are important to get independent confirmation of airspeed.
Finally, I do not recall any ADR fault that has been found to be the primary cause of a hull loss.
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This talk of ADIRS failure is pure nonsense - simply doesn't explain the situation.
With the available info (admittedly quite sparse), I can't get passed the idea of a catastrophic structural failure. What I wouldn't like to speculate on is the cause, except to note that in 20 years of 777 operation, nothing like this has even come close to happening (compared with the likes of the 747 and DC10 where there were several structure-related occurrences).
With the available info (admittedly quite sparse), I can't get passed the idea of a catastrophic structural failure. What I wouldn't like to speculate on is the cause, except to note that in 20 years of 777 operation, nothing like this has even come close to happening (compared with the likes of the 747 and DC10 where there were several structure-related occurrences).
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Some good input from actual real airline pilots, if like me you don't post in here 'cos you know you'd look a proper eejit very quickly, then might some of you consider taking the nonsense over here?
MH370 Malaysian Airlines B772 Missing Enroute KUL-PEK Part 4 — Civil Aviation Forum | Airliners.net
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