BREAKING NEWS: airliner missing within Egyptian FIR
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If the photos, ADS-B and FR24 data posted on this forum are anything to go by, it looks very much that the aircraft suffered a catastrophic event in the cruise. Perhaps brought about from a major fuselage rupture from an internal or external force.
With the TWA 800 crash, initially there was a big flap that it had been shot out of the sky by a rogue missile. In the final outcome it was attributed to the center fuel tank.
With the TWA 800 crash, initially there was a big flap that it had been shot out of the sky by a rogue missile. In the final outcome it was attributed to the center fuel tank.
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According to Russian "Kommersant" newspaper the official representative of TH&C holding- the parent company of the perished charter plane said that the plane underwent a D-Check procedure last year (according to the rep D-check takes place every 12 years of service and takes 30-40 days in a special tech facility with all the major components and systems tested and replaced if needed). In addition the certificate (of airworthiness?) has been confirmed this year...
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Remember what is pushed to the media may not be the truth.
Russian BUK missiles can reach around 70k feet (MH17).
Glide range depends on many factors, but I was taught a rule-of-thumb of 2 x the height in thousands....so, 31000 ft gives about 62 miles glide.
In unforeseen incidents such as this, the pilots' first reaction is, should be, FLY THE AIRCRAFT. Then navigate safely, and THEN communicate.....
Russian BUK missiles can reach around 70k feet (MH17).
Glide range depends on many factors, but I was taught a rule-of-thumb of 2 x the height in thousands....so, 31000 ft gives about 62 miles glide.
In unforeseen incidents such as this, the pilots' first reaction is, should be, FLY THE AIRCRAFT. Then navigate safely, and THEN communicate.....
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from 31000 ft can only glide 15 miles
Surely you mean it can glide for 150 miles.
From the usual outer marker point of 10 miles most jets can glide all the way to the thresh hold provided they don't dirty it up with gear and flaps.
From the usual outer marker point of 10 miles most jets can glide all the way to the thresh hold provided they don't dirty it up with gear and flaps.
I don't own this space under my name. I should have leased it while I still could
Gulfair, he was not making a statement but citing the authoritative statements from the instant experts.
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Re the poster who stated that 'aircraft do not drop out of the cruise, with no calls etc. unless a catastrophic failure or something sinister' -
Actually, they sometimes do.
AF 447, Air Asia 8501, and Air Algerie (MD-83) are three recent examples.
The crew was far too busy "Aviating" (or trying to) -- to be bothered with step 3 "Communicate"
Unless a flight crew gets the plane back under control, there isn't much point sending a mayday call. There will be no one to rescue.
(Air professionals all know this, but others reading this thread today may not).
Actually, they sometimes do.
AF 447, Air Asia 8501, and Air Algerie (MD-83) are three recent examples.
The crew was far too busy "Aviating" (or trying to) -- to be bothered with step 3 "Communicate"
Unless a flight crew gets the plane back under control, there isn't much point sending a mayday call. There will be no one to rescue.
(Air professionals all know this, but others reading this thread today may not).
Assuming the following-A321 with 210 pax approx zfm of 68t, five hour flight plus reserves requires 18t ramp fuel, 3t burn to get to the point it all kicks off.
The Buffer onset is about where they were when this started according to FR24 data. Winds aloft have been westerly for a number of days so TAS =GS.
The Buffer onset is about where they were when this started according to FR24 data. Winds aloft have been westerly for a number of days so TAS =GS.
How else do you account for the wild variations in speed and VS? For example between 04:13:00.0Z and 04:13:00.6Z the three sources reported the groundspeed variously as 404kts, 398kts and 347kts. That's a longitudinal deceleration of around 5g.
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Reroutes
Notice most flights are now avoiding this routing but on the other hand Middle East Aurlines are still routing out of Beirut and crossing Syria . Another tradegy waiting to happen ?
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The 321 pilots I've spoken with say the plane, compared to the 319 and 320 is a real dog.
Wing area same as all 320 series Airbuses. 122.6 m².
Wing area same as all 320 series Airbuses. 122.6 m².
Last edited by wanabee777; 31st Oct 2015 at 21:27.
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I know ADS-C has a timestamp, but I think you're right that ADS-B doesn't. Since it's immediately broadcast, you know the time it was sent when you receive it... there's no delay from sending it through ACARS. My ADS-B receiver is down with a bad PSU at the moment, so I can't check how it's timestamping the messages.
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This might answer some of the questions that have been raised concerning FR24 data:
Source:
Crash of Metrojet Flight 7K9268 | Flightradar24 Blog
We acquired a signal from the aircraft shortly after takeoff and tracked it until 04:13:22 UTC. At the time of last contact we were receiving a signal from the aircraft to three of our receivers, all of which stopped receiving data from the aircraft at the same time.
Crash of Metrojet Flight 7K9268 | Flightradar24 Blog
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Major depress event? Emergency decent? Onboard bomb? Loss of control? Who knows. Find out soon enough with the boxes found. What's security like at Sharm?
Airport worker with ISIS sympathies?
Airport worker with ISIS sympathies?
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I know ADS-C has a timestamp, but I think you're right that ADS-B doesn't.
Column Information
A UTC Time Stamp
B FR24 internal unique flight ID
C Callsign KGL9268 = flight 7K9268
D Latitude
E Longitude
F Internal FR24 data type
H Squawk – Code ATC is using to identify flight
I Ground Speed in Knots
J Heading
K Vertical Speed in feet per minute
L Internal FR24 data identifier
M The ID of the FR24 receiver picking up data. (7K9268 was covered by multiple receivers)
N Internal FR24 data identifier
A UTC Time Stamp
B FR24 internal unique flight ID
C Callsign KGL9268 = flight 7K9268
D Latitude
E Longitude
F Internal FR24 data type
H Squawk – Code ATC is using to identify flight
I Ground Speed in Knots
J Heading
K Vertical Speed in feet per minute
L Internal FR24 data identifier
M The ID of the FR24 receiver picking up data. (7K9268 was covered by multiple receivers)
N Internal FR24 data identifier
Crash of Metrojet Flight 7K9268 | Flightradar24 Blog