Malaysian Airlines MH370 contact lost
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On the FDR breaker(s) If someone has a CLG for a T7 they could shed some light to locations, but on a NG3 there are 4 breakers for the FDR not 1. Takes power from both AC and both DC buss. Don't want the FDR to stop if there is any power left...
Highly doubtful all 4 would pop at once.
Highly doubtful all 4 would pop at once.
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Would it make sense to take a 777 run it out where they think it went and see if these "pings", data points, signals and see if they match via all of these magical formulas?
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This claims to be the cockpit switch and breaker layout.
click on maintenance and the four panels shown can be selected and enlarged so you can read the breaker/switch functions. The enlarged views are not interative.
Going back to top of page and select the other cockpit areas Overhead, Glareshield and pedestal , these are interactive.
777 Flight Deck Maintenance Panel
Would pulling AIMS disable input to FDR and would you have to pull all of them?
click on maintenance and the four panels shown can be selected and enlarged so you can read the breaker/switch functions. The enlarged views are not interative.
Going back to top of page and select the other cockpit areas Overhead, Glareshield and pedestal , these are interactive.
777 Flight Deck Maintenance Panel
Would pulling AIMS disable input to FDR and would you have to pull all of them?
Not sure, but what I do believe is that the US military have the airborne drone technology to conduct arial drone searches quickly. Thus they could have been checking out near all of the suspect areas for surface debris fairly promptly. With a Global Hawk RQ-4A or RQ-4A BAMS drone. They have high resolution cameras, approx. 1 metre resolution capable. They can search 40,000 square miles ( 200 x 200 miles ) in 24 hours.
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...to compare to the final portion (between the 2 last ping rings) of the varied south legs (corresponding to varied ground speeds from 320 to 520 kts)
https://drive.google.com/file/d/0B3s...it?usp=sharing
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The -300ER triple has no CB's on the overhead to remove power from the FDR. It receives all information from AIMS L/R. I am not aware of any alternate inputs to the FDR. Having both AIMS fail is very unlikely though the AIMS CB's are on the overhead.
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MH370: New evidence of cockpit tampering as investigation into missing plane continues - Telegraph
I thought this would have been discussed on here yesterday. Or perhaps the posts were deleted...
A report released by Australian air crash investigators has revealed that the missing Boeing 777 suffered a mysterious power outage during the early stages of its flight, which experts believe could be part of an attempt to avoid radar detection.
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That green rhumb line which just touches the top of the high probability area coincides exactly with a rough plot I made on Google Earth using some information about the ping arc diameters and a set of assumptions about how I think the track looks at the northern end.
Thank you for posting that.
Thank you for posting that.
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The -300ER triple has no CB's on the overhead to remove power from the FDR. It receives all information from AIMS L/R. I am not aware of any alternate inputs to the FDR. Having both AIMS fail is very unlikely though the AIMS CB's are on the overhead.
MH370: New evidence of cockpit tampering as investigation into missing plane continues - Telegraph
I thought this would have been discussed on here yesterday. Or perhaps the posts were deleted...
I thought this would have been discussed on here yesterday. Or perhaps the posts were deleted...
Asked whether the power interruption could have been caused by a mechanical fault, Mr Gleave said: "There are credible mechanical failures that could cause it. But you would not then fly along for hundreds of miles and disappear in the Indian Ocean."
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I think we should be interested in seeing the outputs from both simple and monte-carlo models here. They certainly interest me, and the clustering of the high probability tracks is quite significant. I look at it like this: Every approach shown to be wrong has potential to remove distraction and complexity from the solution. Every approach not shown to be wrong, adds to the information we have about likely course solutions. I don't think it's a contest, just a process of elimination.
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The BFO is surely not the sole discriminant. If course and heading change, you need an explanation for that. The presence or absence of such an explanation would also therefore be a discriminant.
but the differences between the -200ER and -300ER for this particular topic (FDR and how it is connected / powered in a ER 777) are few.
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Cockpit tampering?
The report in the Telegraph suggests that the satcom reboot implies some sort of mischief in the cockpit. Isolating all nonessential systems is also very close to the top of the 'smoke in the cabin' checklist. Communications with the ground give no indication as to why anyone would start executing that checklist, but it's probably something every wannabe pilot has tried in their simulator. Whether it was a real or perceived emergency or a ploy to clear the cockpit is a matter for speculation, but I would think the knowledge of (more or less) how to do it would be fairly common in the aviation community.
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Originally Posted by GobonaStick
Quote:
Isolating all nonessential systems is also very close to the top of the 'smoke in the cabin' checklist
Isolating all nonessential systems is also very close to the top of the 'smoke in the cabin' checklist
The previous Satcom terminal handshake was at 17:07 UTC.
There was no response to Boeings Ground to Air ACARS request at 18:03 UTC so we can most likely guess that the power to the Satcom terminal was off then.
That leaves a period of 56 minutes where we have no idea if the Satcom terminal was powered or not.
SpannerInTheWerks says:
"I suggest this Thread is held until any relevant further information is received?!
Nothing worthwhile is being added at the moment."
Gotta agree - nothing but conjecture and speculation is being added, and none of it (at this point) can be considered helpful.
In my humble opinion, anyway . . .
Nothing worthwhile is being added at the moment."
Gotta agree - nothing but conjecture and speculation is being added, and none of it (at this point) can be considered helpful.
In my humble opinion, anyway . . .
Agree wholeheartedly that this thread should be locked and a new one started once new information becomes available.
The Mods did exactly that (more than once) during the AF447 loss and it was both effective and appreciated.
The Mods did exactly that (more than once) during the AF447 loss and it was both effective and appreciated.
Keeping Danny in Sandwiches
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Hyperveloce
I am a retired airline pilot rather than a boffin. It looks to me from the data published that if LNAV is used it is likely that Wilkins (YWKS) was the "destination" or somewhere in that region.
All tracks flown in LNAV however small are G/S not rhumb lines. It would be reasonable to assume that at least for the cruise the aircraft would have flown a constant Mach No. (but not G/S as that is dependent on the upper winds) and changing heading to maintain the G/C track. In which case if you could take the 7th ping arc (use the ATSB yellow arc) and compare the tracks from various waypoints in the north and compare the times to cross the earlier ping arcs. Likewise you should be able to take the last "fix" round about MEKAR and look at the what waypoint(s) tie in with it).
If I was "doing the flight planning" I would have concentrated on the FIR points as turning points as they are handovers between ATC units. Skyvector.com has a good flight planning facility to play around with.
I have tested this for great circles between waypoints (LNAV mode), between BEBIM (and a shifted version to the east) toward 3 destinations: the south pole, the Wilkins airport and NOBEY
All tracks flown in LNAV however small are G/S not rhumb lines. It would be reasonable to assume that at least for the cruise the aircraft would have flown a constant Mach No. (but not G/S as that is dependent on the upper winds) and changing heading to maintain the G/C track. In which case if you could take the 7th ping arc (use the ATSB yellow arc) and compare the tracks from various waypoints in the north and compare the times to cross the earlier ping arcs. Likewise you should be able to take the last "fix" round about MEKAR and look at the what waypoint(s) tie in with it).
If I was "doing the flight planning" I would have concentrated on the FIR points as turning points as they are handovers between ATC units. Skyvector.com has a good flight planning facility to play around with.