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Malaysian Airlines MH370 contact lost

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Malaysian Airlines MH370 contact lost

Old 25th Mar 2014, 17:09
  #8041 (permalink)  
 
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Does the 777-200 do wing to wing automatic fuel balance/transfer?
No, it's done manually. There is a fuel imbalance alarm however.
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Old 25th Mar 2014, 17:14
  #8042 (permalink)  
 
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Originally Posted by FastFlier
BBC are reporting a final partial Inmarsat handshake ping received at 08:19 following the routine handshake received at 08:11 with no explanation. I'm not familiar with 777 systems, but could this have resulted from a transient power interruption during bus transfer following the loss of a genny?
Could be a loss and recovery of the Left Main AC bus. The radio pack would wake-up and send an "I'm here" message skyward.

could it be engine wound down no gennies, rat came on then satcom tried to fire up
When the RAT is deployed after a loss of APU/Engine generator power, the only AC power on the aircraft comes from a small capacity static inverter. This supplies the AC standby bus which powers a few critical items, SATCOM not being one of them.
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Old 25th Mar 2014, 17:18
  #8043 (permalink)  
 
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Annex 12 (ICAO) [continued]

@sardak - very large thanks for the paper regarding status of compliance in region.

Some observations: by 'compliance' I meant to refer not only to status of agreements, but operationally. As legal counsel I advise (generally) clients to talk the talk (agreements on paper) as well as to walk the walk (activities pursuant to agreement, in point of actual fact). Some of the exhibits to the paper appear to show the subject matter coverage or scope of the respective nations' agreements. But not results of actual incident response, as sardak noted.

Second, isn't this incident (MH370) one that breaks open new problems, new questions? Certainly every major incident presents one or more unique parameters, but the current one presents a largely unique set of problems. And if one had drawn up a scenario based on what set of facts as do seem fairly solid at present and asked whether the Annex 12 agreements now in place are sufficient to mount the appropriate S&R response - would the answer have been "don't worry, the Annex 12 scheme will provide all the response needed?" I'm skeptical such answer would have been correct. Of course I'm looking ex post, and also, I'm indicating deference to those more knowledgeable.

Third, once the manifold mysteries of this highly atypical disappearance have been solved, my contention would be that still greater adaptation of the Annex 12 bilateral and multilateral agreements architecture will be needed.

From a legal perspective, we are as far from knowing what the questions are, growing out of this incident, as we are from knowing what happened to the aircraft, why, how, and by whom. Maybe farther, given the non habeus corpus of the airplane itself, at this point in time.
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Old 25th Mar 2014, 17:29
  #8044 (permalink)  
 
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One Pilot's Opinion

Opinion: How mechanical problem could have downed Flight 370 - CNN.com
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Old 25th Mar 2014, 17:33
  #8045 (permalink)  
 
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This is legal talk

Tourist

Willow is a lawyer and is expressing his opinion about legal issues - likely to be of limited interest to non lawyers.

However as a fellow lawyer I haven't got a clue what he is saying so point well made!
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Old 25th Mar 2014, 17:43
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Capt Kremin

True track selection on the FGP/MCP was my next response, it would make sense and of course as you say would infer knowledge and intent.

Last edited by Above The Clouds; 26th Mar 2014 at 12:37.
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Old 25th Mar 2014, 17:58
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Since the FBI has had the Capt's computers almost a week, I wonder if the lack of information relative to them is meaningful. Seems to me that if they had found anything of consequence we would have heard of it by now. Further it seems to me that they would have found anything incriminating by now if it were there.

Does that make sense? I'm not a computer guy.
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Old 25th Mar 2014, 18:15
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DriverAirframe

VERY approximately, you get 50% more miles for a lb of fuel at FL350 than at FL100. Sensible speeds in both cases.
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Old 25th Mar 2014, 18:26
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Curvedsky: MAS did not subscribe to the RR Engine Health Management service (satcom) on this aircraft.
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Old 25th Mar 2014, 18:28
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Post 8089
When all the dust has settled on this tragic mystery and the recriminations and allocation of blame begins, one of the principal criticisms of Malaysian Airlines and the Malaysian Government aircraft safety authorities will be their failure to follow even the basic steps of ICAO Annex 12 Search and Rescue*. (I assume Malaysia is a Contracting State to the ICAO).
Wouldn't the initial SAR actions rest with Vietnamese ATC?
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Old 25th Mar 2014, 18:33
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Willow

Is there a gap between what countries want to be able to achieve re SAR and realistic capabilities?

Yes

Is it likely that any sane country is going to attempt to maintain a SAR capability that can rescue mid Atlantic/Indian Ocean etc?

No, because the cost is silly. If you have that kind of money to throw around then spend it on something worthwhile.

In over a hundred years of civil aviation this has happened once. Worldwide SAR cover is unaffordable, in fact beyond 200nm offshore is unaffordable.

There is a price on life, only idiots say otherwise, and sometimes bad happens.
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Old 25th Mar 2014, 18:34
  #8052 (permalink)  
 
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Why is the MH370 R-R engine monitoring data pushed away out of sight?

How could Rolls Royce monitor the engines in a plane which, apparently, had no communications systems operating?
Well they probably could, retrospectively, in the case of a normal flight - my understanding is that the EHM system stores half-hourly data snapshots for transmission once an ACARS link becomes available again.

But in this case, the third-hand quote attibuted to the anonymous 777 captain

The WSJ reported that RR indicated the engines on the Malaysia 777 were running normally for 4 to 5 hours after the reported disappearance
is clearly inaccurate, albeit perhaps inadvertently.

Perhaps that's why the mods deleted it?
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Old 25th Mar 2014, 19:00
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However as a fellow lawyer I haven't got a clue what he is saying so point well made!
Ummm, it's not that difficult.

Agreements have been made as to what should be done, but the actual responses haven't been defined sufficiently under the current Annex 12.

i.e. Annex 12 states what should be done, but the mechanics of how to do it have not been spelled out as every incident is different.

More or less, anyway.

Plus the plane is still missing.
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Old 25th Mar 2014, 19:18
  #8054 (permalink)  
 
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Repeated FL350 request

CNN have a 777 captain's take on what may have happened. Interesting (and entirely innocent) explanation of the repeated mention by the FO to Malaysian ATC of FL350, that it may have been a gentle nudge that they'd requested a higher FL in their flight plan and they wanted a further climb. I've heard this type of nudge many times as US-bound aircraft climb out from Heathrow towards the Welsh coast and get levelled off below their desired initial cruising altitude. Overall the article is another one inclined to a fire/malfunction scenario.

Opinion: How mechanical problem could have downed Flight 370 - CNN.com

[ I see the url has just been posted above ]

Last edited by Golf-Mike-Mike; 25th Mar 2014 at 19:22. Reason: url posted while I was typing
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Old 25th Mar 2014, 19:35
  #8055 (permalink)  

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it may have been a gentle nudge that they'd requested a higher FL in their flight plan and they wanted a further climb. I've heard this type of nudge many times as US-bound aircraft climb out from Heathrow towards the Welsh coast
FWIW it's a common call anywhere. I'd take no notice if another level was not available unless the pilot stated he would be unable to legally make his destination
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Old 25th Mar 2014, 19:52
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Though Inmarsat analysis undoubtedly have been key to home in on a crash site, the Doppler method might not tell the full story. A jitter assessment would have to be performed on ping return clock rather than on return data. Maybe the sat guys here know how much raw data, or data about the raw data, is logged?
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Old 25th Mar 2014, 19:53
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Quote:
Does the 777-200 do wing to wing automatic fuel balance/transfer?
No, it's done manually. There is a fuel imbalance alarm however.
There is no wing to wing balance system, either automatic or manual.
Balancing the fuel is done via using one tank to feed both engines until fuel in wingtanks is equal. Then it is wingtank to engine again. You cannot transfer fuel from one wingtank to the other.
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Old 25th Mar 2014, 19:54
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Flight MH370: Pilot in wrong state of mind to fly - friend - World - NZ Herald News

Captain Zaharie Ahmad Shah's world was crumbling, said the long-time associate. He had been facing serious family problems, including separation from his wife and relationship problems with another woman he was seeing.

The man, who spoke to the Herald on condition of anonymity, said Captain Zaharie was "terribly upset" when his wife told him she was leaving
I hope the Herald checked this man's credentials.
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Old 25th Mar 2014, 19:59
  #8059 (permalink)  
 
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Driver Airframe,

It's very different over longer ranges.
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Old 25th Mar 2014, 20:09
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Geomagnetic South Pole

Thanks to A69 (*8052) and flt001 (*8068) for posting the link to the AAIB data.

A lot of posters have stated that the autopilot in TRK mode would follow a constant magnetic heading.

The geomagnetic South pole is now at about 80 S, 107.5 E.

Magnetic Poles

If the heading had been set to due South (magnetic), that would seem to give a track somewhere between the 400 KTAS and 450 KTAS curves on the last AAIB figure:

https://www.facebook.com/17856688885...614509/?type=1

MAGVAR is about zero over Kuala Lumpur, and increases to around 20 E at the last positions shown on the AAIB routes. For MH 180, that would favor the 450 KTAS line.

Historical Magnetic Declination | ngdc.noaa.gov
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