Malaysian Airlines MH370 contact lost
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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 it be engine wound down no gennies, rat came on then satcom tried to fire up
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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.
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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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!
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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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.
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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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.
Does that make sense? I'm not a computer guy.
Post 8089
Wouldn't the initial SAR actions rest with Vietnamese ATC?
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).
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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.
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.
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?
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
Perhaps that's why the mods deleted it?
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However as a fellow lawyer I haven't got a clue what he is saying so point well made!
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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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 ]
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
More than just an ATCO
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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
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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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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.
Does the 777-200 do wing to wing automatic fuel balance/transfer?
No, it's done manually. There is a fuel imbalance alarm however.
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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Flight MH370: Pilot in wrong state of mind to fly - friend - World - NZ Herald News
I hope the Herald checked this man's credentials.
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
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
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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
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