Originally Posted by sensor_validation
Given the approx location of the debris, is the fact that the 02:10:30 (assume this is exact time of position acquisition, transmission 4s later) location was "slighty west 3NM" of track INTOL - TASIL now more significant.
Yes was discussed at length previously, and can only be answered for sure by the black boxes - but was the deviation deliberate or indicative of an earlier upset?
More likely, this small deviation from the flight plan was deliberate, certainly due to weather avoidance.
People should use the term "upset" more carefully. It means a loss of control when an aircraft flight attitude become dangerous (in pitch, roll...), something that can lead to a crash if not recovered immediately, and the crash may happen in a very short time following an upset (most of the time, 1 min or less). I don't think there is any precedence of an "upset" lasting 5 minutes (or more) before impact.
A deliberate change of the flight path (deviation, altitude, etc.) doesn't automatically qualify for an "upset" if the aircraft has not reached an "abnormal attitude". In this case, the attitude at impact doesn't tell much about an early "upset"... so far.
Originally Posted by Shadoko
- if an engine flameout happened, was an ACARS to be transmitted?
- is a spinning "posture" making a stop to the satellite transmission (so, no more ACARS)?
- in the event of a vertical stabilizer rupture, is the cabin depressurization mandatory (and followed by an ACARS)?
A single engine flameout would be transmitted by ACARS, a dual would turn off the SATNAV transmission. I don't know if a spin may stop the transmission of ACARS, possibly not.
ACARS are transmitted when the toilets are clogged while there is plenty of systems linked to the Vertical Stabilizer (hydraulics, etc.). So yes, the maintenance computer would certainly notice the lack of it. The cabin pressure would be compromized or not, it depends of the airframe damages suffered in this case.