Malaysian Airlines MH370 contact lost
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I was taught to do the same thing when I flew something small, pointy and fast.
However, on "modern" airliner-type transponders there is no need because one changes the squawk by pressing the Clear button, then simply pressing the four buttons corresponding to the given squawk.
I guess one could accidentally press 77 or 76 or 75, but that would be silly, given that one is sitting in a comfortable seat in shirtsleeves, not pulling "g" and fumbling with a gloved finger in a dark part of the cockpit.
edited to add: I agree with calypso.
However, on "modern" airliner-type transponders there is no need because one changes the squawk by pressing the Clear button, then simply pressing the four buttons corresponding to the given squawk.
I guess one could accidentally press 77 or 76 or 75, but that would be silly, given that one is sitting in a comfortable seat in shirtsleeves, not pulling "g" and fumbling with a gloved finger in a dark part of the cockpit.
edited to add: I agree with calypso.
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What would you do as pilot of a 777 (or comparable aircraft) if faced with a 'significant' electrical fire in the exact position south of Vietnam where MH370 deviated from course?
I would keep well away from undocumented home made procedures. These are complex machines and you can run into pretty severe unintended consequences if in the spirit of the moment you go off piste. Avionics fire, fumes, smoke is a well covered scenario with well defined containment actions planned by boeing engineers and test pilots with far more in depth knowledge and time than I would have if suddenly confronted with the problem.
Last edited by calypso; 19th Mar 2014 at 11:56.
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What would you do as pilot of a 777 (or comparable aircraft) if faced with a 'significant' electrical fire in the exact position south of Vietnam where MH370 deviated from course?
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Turn towards the nearest suitable runway, run the appropriate checklist. Just as he would have practiced many times in the simulator during his career. The company simulator, not his own.
Checklist also involves cutting electrical busses, refer to 1998 crash of Swissair DC-10 off Nova Scotia, where fire was the cause, and transponders and communications were shut off as they pulled the busses.
Climbing to FL450 also appears to me as an attempt to put out fire; hijackers climbing to FL450 do not make sense.
12 Days in and still no commitment from any Transport Authority, Airline or Aircraft producer that Transponders be permanently locked in some way???
Will we learn nothing from this and 9/11 ???
Will we learn nothing from this and 9/11 ???
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All the theories about emergency returns are negated by the fact that the FO made his 'laid back' RTT response after the transponder was disabled and, now we are told, after the left turn.
Someone who actually flies the 777 was quite clear, earlier today, that this is not how it's done.
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Last RT Call
The last RT call is not a proven fact. Many times call signs are confused and other aircraft reply. One of the most common phrases heard in the cockpit is,"Was that for us?"
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also these two posts
page 296 post 5915 volxanicash
For what it's worth, in Sunday's press conference the DCA Director specifically said that Inmarsat had provided data for six handshakes. He also said they had times and coordinates - although he obviously didn't actually mean "coordinates".
In today’s (Sunday) press conference, the DCA Director also referred to calculations of the aircraft’s minimum and maximum speeds from last point of contact as considerations in determining the arcs.
You could google search for the DCA conference
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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.
The EIDAS warning and the tire pressure warning would also appear on ACARS the tire pressure warning as the aircraft taxied.
I may have missed that but I don't think the extra warnings on ACARS have been reported in any of the briefings.
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transponder to standby
Quote
"Interesting.
We were taught to go to standby, set the new squawk, and return to ON,
The logic was to avoid the possibility of going through an emergency squawk (unlikely) or flicking through other squawks."
The Australian AIP requires the use of standby when changing codes and explains why.
"Interesting.
We were taught to go to standby, set the new squawk, and return to ON,
The logic was to avoid the possibility of going through an emergency squawk (unlikely) or flicking through other squawks."
The Australian AIP requires the use of standby when changing codes and explains why.
Last edited by uncle8; 19th Mar 2014 at 12:41.
On our A330 and 777's it never goes into STBY, stays in AUTO.
In fact in a lot of Airports if it's not working on the ground they call you up and ask you to turn it on so their ground movement radar can see you.
In fact in a lot of Airports if it's not working on the ground they call you up and ask you to turn it on so their ground movement radar can see you.
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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.
The flight path has been reported into the Malacca straights that is why the search suddenly switched there when the military confirmed their primary tracking. Thailand has also now belatedly confirmed the same track.
It does add up.
Last edited by Ian W; 19th Mar 2014 at 12:23. Reason: add radar lobe coverage at range
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@Ian W
In the press conferance they stated there was no extra waypoint in the message. All there was was the original course to Beijing.
And how does the slow burning tire explain the extra fix put into the active route of the FMC?
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I stopped following this thread so closely as I used to because all the theories and speculations were killing me, but I need to ask one question now. I keep seeing posts about initial climb to FL450 here and there, and wondering how possible this is, since someone actually flying T7s mentioned few thousands posts ago that such climb would not be possible given the amount of fuel the a/c have had. forgive me in case that's already a closed topic...
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All the theories about emergency returns are negated by the fact that the FO made his 'laid back' RTT response after the transponder was disabled and, now we are told, after the left turn.
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Hi,
Just a very short question from (evidently!) a non pilot (sorry if stupid or recently asked):
what do the a/c if the AP is on and nobody do anything when the last WP is reached?
Just a very short question from (evidently!) a non pilot (sorry if stupid or recently asked):
what do the a/c if the AP is on and nobody do anything when the last WP is reached?