Malaysian Airlines MH370 contact lost
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Of course, the correct action for an individual in these circumstances would have been to contact the captain ( a drilling rig is a vessel, even though it is mostly anchored) and let him contact the appropriate SAR authority.
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Correct practice maybe.India four two.but if it turned out that he had reported it and the report dismissed as it will cause us too much trouble and he still considered it correct what else was he to do.
How would suppressing it help the search. I think about the same as Indonesia refusing acccess to the search planes. (I am sure the US would have done the same though)
How would suppressing it help the search. I think about the same as Indonesia refusing acccess to the search planes. (I am sure the US would have done the same though)
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@mrbigbird
So if the above is true re. pings and if they landed, then they landed between the 3rd and 2nd last ping. Take the arc and go backwards along the line of pings with an average speed based on time contact lost minus time of last ping?
I have seen reports that claim the last two pings were at the same location which some suggested could mean it was on the ground.
Given that 59 minutes could have elapsed after landing before that second last pin the plane could actually have been on the ground for 2hrs 59 minutes.
Given that 59 minutes could have elapsed after landing before that second last pin the plane could actually have been on the ground for 2hrs 59 minutes.
Last edited by dicks-airbus; 18th Mar 2014 at 14:17.
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I'm a little puzzled by the Chinese statement that they've 'cleared' all the Chinese pax.
From NY Times:
Wasn't there one passenger travelling on a Chinese passport, where the passport owner was alive and well and had never lost or mislaid his passport? So do the Chinese government know who that passenger really was, in order to absolve him from suspicion?
From NY Times:
“China has conducted a thorough investigation, and to date we have not found any signs that any passengers on board the plane participated in destruction or terror attacks,” Mr. Huang said at a news briefing in Kuala Lumpur for Chinese reporters, according to a summary on the website of the state-run People’s Daily newspaper.
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Could someone with mapping software plot the mirror image on the Northern Arc of the current declared search area on the southern arc
From my understanding "mirror" means just that. The geometrical problem is symmetrical to the axis satellite<->LKP (from primary radar). Whatever information from previous pings there is, it remains symmetrical.
The southern ocean option probably takes the "flying dutchman" scenario into account, i.e the only conceivable reason why it would be there, is because it flew on a/p until fuel exhaustion.
The designated search area is where max range and ping arc intersect, i.e on the extreme end of the arc. Mirrored to the northern arc that would be in the Caspian Sea or maybe a little earlier due to jetstream? On the northern arc the "flying dutchman" isn't the only option, so it may not have gone in a straight line / great circle.
Thinking about it: If the FMC was in HDG mode the trajectory on the northern branch would have a different shape than on the southern branch. On the norther branch the trajectory would bend away from the center on the southern branch it would bend to the center. Stand to be corrected.
Last edited by OleOle; 18th Mar 2014 at 14:37. Reason: clarify lkp
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Obidiah post #5709 ...can be associated with practical logic, because normal, average reasonable people can one day be overcome with life's challenges, snap, and come off the rails. ...Just as Eqypt Air 990, LAM 470, Silk Air 185, and Ethiopean 702 just last month when the copilot had locked out the captain over Egypt and hijacked himself to Geneva. 
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Nobody is using hypothetical scenarios to define why to search any area. They are using last known position. Simple as that.
The last known position is anywhere along the north and south corridors.
The last known position is anywhere along the north and south corridors.
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Hogger60
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Quote:
This guy has come up with a very plausible theory. That is pending that TCAS is based on transponder data which I believe it is?
Shadow plane theory
The formation flying theory just doesn't hold water. This guy's theory is based on finding the SQ flight using TCAS, and then catching the other aircraft and shadowing it. But in the 777 when you turn on the TCAS, you turn on the transponder and ATC will now have a primary return. TCAS and the transponder are integrated. You can't use TCAS alone.
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Quote:
This guy has come up with a very plausible theory. That is pending that TCAS is based on transponder data which I believe it is?
Shadow plane theory
The formation flying theory just doesn't hold water. This guy's theory is based on finding the SQ flight using TCAS, and then catching the other aircraft and shadowing it. But in the 777 when you turn on the TCAS, you turn on the transponder and ATC will now have a primary return. TCAS and the transponder are integrated. You can't use TCAS alone.
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If there was a Wheel Fire in the main Wheel Well they would get a EICAS Fire Wheel Well Warning and they would have followed the QRH procedure and then declared a Pan or Mayday as required. This would certainly NOT include climbing to FL450 to put out the Fire!!!
( the QRH from memory says to slow below MLO .82/270kias and extend the gear, if the warning continues LAND ASAP. )
Nitpicker 330 ref your post ~5554 above, why are you dismissing a wheel well fire with such ease. The T7 was heavy and with high relative humidity at KL that night the take-off run would have been long. A deflated tyre may have been detected and if a fire developed in the wheel well EIDAS would have reported that as you correctly point out, however let’s assume they were working through the QRH when events overtook the crew. Any fire especially an electrical fire would be extremely serious and they may have pulled all the main busses while working through the QRH and were restoring electrical circuits in an attempt to identify the bad circuit. Such an action would of course disable the comms including the transponder; however the priority must be to identify and isolate the fire. Even in the worst case the vital bus however would still be good containing the radio including 121.5
A sequence of events took place that resulted in the crew making a standard left turn after the coms bus was disabled. This action is consistent isn’t it of the crew looking to regain the reciprocal track or at the very least turning off airway. At the same time they would be working through the QRH while trying to get below MLO when events overtook them.
The SAA 747 that was lost over the Indian Ocean was due to a fire in the combi cargo compartment. They eventually recovered the FDR and CVR in 16,000 feet of water. It’s good to see the Aussies taking a bigger lead in this investigation along with the Kiwis. They have the resources experience and knowledge of both the Southern and Indian Ocean, and I’m quietly confident they will locate the hull and recover the FDR in the fullness of time. When that happens (and it will happen) we will finally find out how hard the crew worked to save the aircraft and its passengers. When it happens those of you who have been publishing grossly irresponsible comments suggesting the crew committed suicide, or these ludicrous suggestions the aircraft is parked up on some secret 10,000 ft runway that the rest of us conveniently have never heard of, will end up with substantial egg on face.
( the QRH from memory says to slow below MLO .82/270kias and extend the gear, if the warning continues LAND ASAP. )
Nitpicker 330 ref your post ~5554 above, why are you dismissing a wheel well fire with such ease. The T7 was heavy and with high relative humidity at KL that night the take-off run would have been long. A deflated tyre may have been detected and if a fire developed in the wheel well EIDAS would have reported that as you correctly point out, however let’s assume they were working through the QRH when events overtook the crew. Any fire especially an electrical fire would be extremely serious and they may have pulled all the main busses while working through the QRH and were restoring electrical circuits in an attempt to identify the bad circuit. Such an action would of course disable the comms including the transponder; however the priority must be to identify and isolate the fire. Even in the worst case the vital bus however would still be good containing the radio including 121.5
A sequence of events took place that resulted in the crew making a standard left turn after the coms bus was disabled. This action is consistent isn’t it of the crew looking to regain the reciprocal track or at the very least turning off airway. At the same time they would be working through the QRH while trying to get below MLO when events overtook them.
The SAA 747 that was lost over the Indian Ocean was due to a fire in the combi cargo compartment. They eventually recovered the FDR and CVR in 16,000 feet of water. It’s good to see the Aussies taking a bigger lead in this investigation along with the Kiwis. They have the resources experience and knowledge of both the Southern and Indian Ocean, and I’m quietly confident they will locate the hull and recover the FDR in the fullness of time. When that happens (and it will happen) we will finally find out how hard the crew worked to save the aircraft and its passengers. When it happens those of you who have been publishing grossly irresponsible comments suggesting the crew committed suicide, or these ludicrous suggestions the aircraft is parked up on some secret 10,000 ft runway that the rest of us conveniently have never heard of, will end up with substantial egg on face.
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I have to admit my ignorance:
In the T7, if the FMC is in HDG mode, does that mean it follows course over ground, true course or magnetic course ? And likewise if you are e.g. in Phuket and set e.g. Ushuahia as next waypoint, would it automatically follow a great circle ?
In the T7, if the FMC is in HDG mode, does that mean it follows course over ground, true course or magnetic course ? And likewise if you are e.g. in Phuket and set e.g. Ushuahia as next waypoint, would it automatically follow a great circle ?
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G-ARVH If there was a Wheel Fire in the main Wheel Well they would get a EICAS Fire Wheel Well Warning and they would have followed the QRH procedure and then declared a Pan or Mayday as required. This would certainly NOT include climbing to FL450 to put out the Fire!!!
( the QRH from memory says to slow below MLO .82/270kias and extend the gear, if the warning continues LAND ASAP. )
Nitpicker 330 ref your post ~5554 above, why are you dismissing a wheel well fire with such ease. The T7 was heavy and with high relative humidity at KL that night the take-off run would have been long. A deflated tyre may have been detected and if a fire developed in the wheel well EIDAS would have reported that as you correctly point out, however let’s assume they were working through the QRH when events overtook the crew. Any fire especially an electrical fire would be extremely serious and they may have pulled all the main busses while working through the QRH and were restoring electrical circuits in an attempt to identify the bad circuit. Such an action would of course disable the comms including the transponder; however the priority must be to identify and isolate the fire. Even in the worst case the vital bus however would still be good containing the radio including 121.5
A sequence of events took place that resulted in the crew making a standard left turn after the coms bus was disabled. This action is consistent isn’t it of the crew looking to regain the reciprocal track or at the very least turning off airway. At the same time they would be working through the QRH while trying to get below MLO when events overtook them.
The SAA 747 that was lost over the Indian Ocean was due to a fire in the combi cargo compartment. They eventually recovered the FDR and CVR in 16,000 feet of water. It’s good to see the Aussies taking a bigger lead in this investigation along with the Kiwis. They have the resources experience and knowledge of both the Southern and Indian Ocean, and I’m quietly confident they will locate the hull and recover the FDR in the fullness of time. When that happens (and it will happen) we will finally find out how hard the crew worked to save the aircraft and its passengers. When it happens those of you who have been publishing grossly irresponsible comments suggesting the crew committed suicide, or these ludicrous suggestions the aircraft is parked up on some secret 10,000 ft runway that the rest of us conveniently have never heard of, will end up with substantial egg on face.
( the QRH from memory says to slow below MLO .82/270kias and extend the gear, if the warning continues LAND ASAP. )
Nitpicker 330 ref your post ~5554 above, why are you dismissing a wheel well fire with such ease. The T7 was heavy and with high relative humidity at KL that night the take-off run would have been long. A deflated tyre may have been detected and if a fire developed in the wheel well EIDAS would have reported that as you correctly point out, however let’s assume they were working through the QRH when events overtook the crew. Any fire especially an electrical fire would be extremely serious and they may have pulled all the main busses while working through the QRH and were restoring electrical circuits in an attempt to identify the bad circuit. Such an action would of course disable the comms including the transponder; however the priority must be to identify and isolate the fire. Even in the worst case the vital bus however would still be good containing the radio including 121.5
A sequence of events took place that resulted in the crew making a standard left turn after the coms bus was disabled. This action is consistent isn’t it of the crew looking to regain the reciprocal track or at the very least turning off airway. At the same time they would be working through the QRH while trying to get below MLO when events overtook them.
The SAA 747 that was lost over the Indian Ocean was due to a fire in the combi cargo compartment. They eventually recovered the FDR and CVR in 16,000 feet of water. It’s good to see the Aussies taking a bigger lead in this investigation along with the Kiwis. They have the resources experience and knowledge of both the Southern and Indian Ocean, and I’m quietly confident they will locate the hull and recover the FDR in the fullness of time. When that happens (and it will happen) we will finally find out how hard the crew worked to save the aircraft and its passengers. When it happens those of you who have been publishing grossly irresponsible comments suggesting the crew committed suicide, or these ludicrous suggestions the aircraft is parked up on some secret 10,000 ft runway that the rest of us conveniently have never heard of, will end up with substantial egg on face.
And what was the fire doing during the climb?
And why would anyone go up when LAND ASAP for SMOKE?
It doesn't hold water.
Nitpicker 330 ref your post ~5554 above, why are you dismissing a wheel well fire with such ease. The T7 was heavy and with high relative humidity at KL that night the take-off run would have been long. A deflated tyre may have been detected and if a fire developed in the wheel well EIDAS would have reported that as you correctly point out, however let’s assume they were working through the QRH when events overtook the crew. Any fire especially an electrical fire would be extremely serious and they may have pulled all the main busses while working through the QRH and were restoring electrical circuits in an attempt to identify the bad circuit. Such an action would of course disable the comms including the transponder; however the priority must be to identify and isolate the fire. Even in the worst case the vital bus however would still be good containing the radio including 121.5
EDIT: for G-ARVH
We are talking about a deflated tyre that caught fire on take-off. It’s slow burning and smouldering, this has happened elsewhere in the world before in Nigeria I think leading to the loss of the aircraft. However by the top of the climb everything appears normal with the wheel in its well until they get a EIDAS warning.
Last edited by Lonewolf_50; 18th Mar 2014 at 15:45.
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Obadiah
The reports that he was a staunch political supporter of Anwar and his party and perhaps even somewhat fanatical toward the democratic cause is also noteworthy.
Someone who is anti-corruption and pro-democracy is unlikely to use the lives of 240 people to make their point!
The last known position is anywhere along the north and south corridors.
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We are talking about a deflated tyre that caught fire on take-off. It’s slow burning and smouldering, this has happened elsewhere in the world before in Nigeria I think leading to the loss of the aircraft. However by the top of the climb everything appears normal with the wheel in its well until they get a EIDAS warning.
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There are only two known, proven facts till now:
1) MH370 was at least powered up till last ping received to Inmarsat (8.11).
2) The airframe is still missing.
Everything else (for now) are speculations, from wheel fire, Capt. political/private motives, Chinese terror groups, and so on, and so on.
1) MH370 was at least powered up till last ping received to Inmarsat (8.11).
2) The airframe is still missing.
Everything else (for now) are speculations, from wheel fire, Capt. political/private motives, Chinese terror groups, and so on, and so on.
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Descent to 5000' to avoid radar
Persistent reports in the media as well as posters here refer to a descent to 5000' to "avoid radar".
1) at 5000 ft you are still very visible to radar
2) with no Transponder (and no primary returns) how do they know the a/c was at 5000 ft?
3) if the aircraft was tracked doing this over "two or three countries" then what countries were they? What was the flight path?
Sorry, doesn't make sense.
Also, journalists, why aren't you asking about the pings?
The last ping was on the 40 deg arc. On what arcs were the other pings?
The Malaysians are just not being forthcoming about everything they know, they are worthy of hearty condemnation on this.
1) at 5000 ft you are still very visible to radar
2) with no Transponder (and no primary returns) how do they know the a/c was at 5000 ft?
3) if the aircraft was tracked doing this over "two or three countries" then what countries were they? What was the flight path?
Sorry, doesn't make sense.
Also, journalists, why aren't you asking about the pings?
The last ping was on the 40 deg arc. On what arcs were the other pings?
The Malaysians are just not being forthcoming about everything they know, they are worthy of hearty condemnation on this.
I don't own this space under my name. I should have leased it while I still could
"Practice runways for Male, Indian, Sri Lankan airports and 1 US military base found on seized flight simulation software."
Do MAS fly to any of these runways? Has he ever flown to any of these runways?
Curiously I have been known to go to Google Earth and examine a particular area before visiting it
