Leightman 957:
Less likely=still possible, in my book. An MEC fire may have started as the last generator came on line or there may have been non normal BTB or GB operation after takeoff, we may never know.
We are considering all possibilities here. An MEC fire could progress undetected for some time as any smoke, until excessive, would be vented overboard. The EQUIP COOLING OVBD is not significant, according to the NNC. If there were multiple wiring failures just after the handover, almost any systems would be vulnerable to failure. My interpretation is:
MEC fire damage
Loss of comms/acars
Dual FMC failure
Mulitiple system fail indications
Diversion initiated using Alternate Nav.
Flightdeck smoke-crew on 100% Oxygen
Possible slow depressurisation MEC structure fail- EICAS cabin altitude warning not observed, hidden amongst many others
Oxygen depletion or disruption in MEC
Unconciousness,
MEC fire out due FL350 ambient pressure.
Aircraft follows Alt Nav manually entered lat/long waypoints
Final waypoint is erroneously in S hemisphere. (Penang as S5 or S50?)
Aircraft flies until fuel depletion.