Malaysian Airlines MH370 contact lost
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1 August 2005 - A Boeing 777-200 operating as Malaysia Airlines Flight 124 departed Perth for Kuala Lumpur. Climbing through 38,000 feet a faulty accelerometer caused the aircraft's Air Data Inertial Reference Unit (ADIRU) to command changes of altitude. The flight crew overrode the ADIRU and manually returned to land the aircraft at Perth. Subsequent NTSB investigation led the US FAA to issue emergency airworthiness directive 2005-18-51 on the fly-by-wire software.
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Gulliver78,
The Chinese "seismic activity" was just that:
The Chinese "seismic activity" was just that:
The U.S. Geological Survey (USGS) did locate an approximately 2.7 magnitude earthquake off the west coast of Sumatra at the time of the "seismic event" noted by the Chinese, said Harley Benz of the USGS National Earthquake Information Center in Denver.
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However, his crazy video did have the aircraft ascending to 45,000 ft...
I fear the author of the article in the NY Times may have been duped and is quoting sources but the source is that poorly made youtube video...
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@SeenItAll
You are basically right with your explanation about time-measured signal location, but I know Inmarsat works on even more complex system architecture than this and the fundamentals of geo-location of transmissions within their system is somewhat more complex.
I will leave it to someone more qualified than me to explain, but I know that analysis of spot beam coverage and the transmission on particular spot beams comes into the reckoning.
Differences in time of receipt of signal from satellites is how GPS works.
I will leave it to someone more qualified than me to explain, but I know that analysis of spot beam coverage and the transmission on particular spot beams comes into the reckoning.
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With geostationary satellites, the transmitter and receiver would be stationary relative to one another (excepting the motion of the a/c) and the Doppler effect would give no information on location no?
Second Law
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etudiant 3335
Agreed
Jet fuel v Ship Diesel have utterly different Mass Spec signatures screw the Mr Av similarities
With the right kit, the work of a moment to differentiate
Just a chemist
Jet fuel v Ship Diesel have utterly different Mass Spec signatures screw the Mr Av similarities
With the right kit, the work of a moment to differentiate
Just a chemist
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slowly but surely..
As we are slowly been fed information by various sources, are we being prepared from something they already know ?...disgruntled F/O ? Colleagues/company may have been aware of this ..?
If you log out of acars, then turn off the transponder, then head west via known waypoints, you are either doing this willingly or with, as the expression goes..."a gun to your head ".....
If you log out of acars, then turn off the transponder, then head west via known waypoints, you are either doing this willingly or with, as the expression goes..."a gun to your head ".....
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45000 feet?
With the fuel load they had at that point, how high could they go without stalling?
Other interesting question would obviously be: did it first climb and then change direction, or the opposite, or at the same time?
With the fuel load they had at that point, how high could they go without stalling?
Other interesting question would obviously be: did it first climb and then change direction, or the opposite, or at the same time?
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Time between trspdr and 'messagin' cessation
Via Guardian: The Associated Press quotes an unnamed US official as saying the MH370 transponder stopped “about a dozen minutes before a messaging system on the jet quit.” The official calls it “key evidence for [possible] human intervention,” AP reports
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Jet Fuel
The press conference speaker today was quick to dismiss the jet fuel slick as not from MH370, but he did say it was jet fuel. Do the different suppliers (BP, Shell, Total, ...) have different chemical signatures then? Presume they know what MH370 took on board so have eliminated what they found in the slick.
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My view on this has been that, assuming that some sort of deliberate incident took place (whatever that may be), the person(s) flying would first have to incapacitate everyone else on board. If the aircraft really did go to 45000 ft then I really don't know what to say.
What I am not sure about is that alone wouldn't achieve that, so how do you deliberately cause decompression in a controlled way and/or cause hypoxia?
What I am not sure about is that alone wouldn't achieve that, so how do you deliberately cause decompression in a controlled way and/or cause hypoxia?
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I'm totally against sharing this but it's had over 1 million views and the guy is getting money for advertising...despite the "second video" showing reg of the flight from the next day. Ie this is fake. Sick.
Busted! Flight Radar Caught Changing Flight Path of Malaysia Flight 370! - YouTube
This had duped an awful lot of people, I do hope not related to NY Times though.
That video makes suggestions on this forum look far from fantasy.
Busted! Flight Radar Caught Changing Flight Path of Malaysia Flight 370! - YouTube
This had duped an awful lot of people, I do hope not related to NY Times though.
That video makes suggestions on this forum look far from fantasy.
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I am not saying that the following is what happened. However, I would appreciate it if someone could tell me where it is inconsistent with the information we currently have.
Pilot flying waits until flight is far enough from shore that cell phones won't connect, and at a point where coms are switched between different ATCs. Pilot flying sends pilot not flying on an errand or otherwise gets him to leave the cockpit.
Once alone, locks door. Pulls CBs/turns off transponder. Turns off passenger's flight tracking ability. Possibly activates cell phone signal jammer.
Descends to 29500. Puts on mask. Vents aircraft. Turns west, following suspected course avoiding most radar. Waits.
Once passenger oxygen supply has run out, waits a bit longer. Descends to low altitude below radar, and make turn toward final destination.
Land. Possibly on disused runway from Vietnam war, possibly even on road or beach. It doesn't need to be a perfect landing, as there's no intention of using aircraft again. Only needs to be good enough to walk away from.
Have accomplice waiting with another aircraft or boat. Unload valuable cargo onto boat. Sail away, never to be heard from again.
IMHO, it makes as much sense as anything else I've heard.
Pilot flying waits until flight is far enough from shore that cell phones won't connect, and at a point where coms are switched between different ATCs. Pilot flying sends pilot not flying on an errand or otherwise gets him to leave the cockpit.
Once alone, locks door. Pulls CBs/turns off transponder. Turns off passenger's flight tracking ability. Possibly activates cell phone signal jammer.
Descends to 29500. Puts on mask. Vents aircraft. Turns west, following suspected course avoiding most radar. Waits.
Once passenger oxygen supply has run out, waits a bit longer. Descends to low altitude below radar, and make turn toward final destination.
Land. Possibly on disused runway from Vietnam war, possibly even on road or beach. It doesn't need to be a perfect landing, as there's no intention of using aircraft again. Only needs to be good enough to walk away from.
Have accomplice waiting with another aircraft or boat. Unload valuable cargo onto boat. Sail away, never to be heard from again.
IMHO, it makes as much sense as anything else I've heard.
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@acad_l
A zoom climb, stall, and stall recovery by FL230. They did well.
All this rubbish is about selling newspapers.
45000 feet?
With the fuel load they had at that point, how high could they go without stalling?
With the fuel load they had at that point, how high could they go without stalling?
All this rubbish is about selling newspapers.
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Radar Data from Neighboring Countries (Civilian & Military)?
There is a strange gap in news coverage relating to primary and "secondary" radar data collected by neighboring countries.
If the aircraft did indeed cross the northern part of peninsular Malaysia, civilian and military radar stations in Thailand should also have spotted the aircraft.
Similarly, if the aircraft proceeded westward, it should have been picked up by civilian and military radar in Indonesia (Sumatra).
Lastly, India is likely to have significant military radar assets on Great Nicobar island and certainly on the Andamans.
Some of the military radar facilities (particularly India's) are likely to have over-the-horizon capability, i.e. they would be able to spot aircraft over a range of perhaps more than 1,000nm, although with rather degraded accuracy.
If the aircraft did indeed cross the northern part of peninsular Malaysia, civilian and military radar stations in Thailand should also have spotted the aircraft.
Similarly, if the aircraft proceeded westward, it should have been picked up by civilian and military radar in Indonesia (Sumatra).
Lastly, India is likely to have significant military radar assets on Great Nicobar island and certainly on the Andamans.
Some of the military radar facilities (particularly India's) are likely to have over-the-horizon capability, i.e. they would be able to spot aircraft over a range of perhaps more than 1,000nm, although with rather degraded accuracy.
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Like the decompression theory, burning Li Ion batteries in the hold cannot explain the aircraft logging off ACARS (not just dropping out) then ten minutes later switching of the transponders, then turning West and flying for another few hours. (Assuming all that information is correct)
FAA: Some Boeing 777s need fixes in case of fires
Batteries are NOT the only thing that can cause an electrical fire. The in- flight entertainment system can cause them too, see article above.
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With the fuel load they had at that point, how high could they go without stalling?
