Problem in the cockpit. A rapid climb to FL450 for what ever reason, resulting in a stall, aircraft falls off, banks left, turns 130 degrees plus/minus and recovers in the mid 20s. Then on to where, and why.

I just want to ask 2 Q's to anyone with B777 Tech savvy.....

1. What damage would be caused to Avionics and, eventually, Nav A/T and A/P if 2 cups of coffee/liquid were dropped/spilt on the centre pedestal.?

2. How many water activated ELT's are carried on the B777.?

Towhee

this can not happen to the B777 as the O2 in the center tank is replaced with nitrogen.

It catches fire, or something on the same circuit catches fire...

A lot of non-pilots seem to be posting comments about taking things out of the pilots' control.

If you folks insist on flying my airplane for me, you'll have to get yourself a type rating and do it right - I won't be on board.

nliving,


Just curious as to your slow cabin depressurisation theory. Would'nt the cabin altitude switch automatically drop the pax oxy masks at a certain cabin alt/trip point WELL BEFORE pax fall unconscious.


Also, as the B777 is equipped with oxy generators overhead in the cabin for the pax. How do you measure the oxy litre flow, as the generators don't have gauges attached to them?

B777 has 1 airframe mounted ELT and 2 portable ELT's.

Pax oxy auto deploy is dependent on the system being armed.

The B777 has no oxygen generators. It is bottled crew and pax oxygen. Oxygen pressure is indicated on the Status page

system is always armed. auto deploy can not be shutoff and masks drop automatically at approx. 13500' cabin altitude.

A grizzly thought, would PF climb to FL450 after depressurizing the cabin to ensure all on board are KO'd because the drop down dixie O2 is not enough. At that altitude a pressurized O2 mask is required.

That was my thought, too... It certainly would make sense and would be the easiest way to eliminate any possible "problems" from pax or cabin crew.

Hate to break the bad news, but the all,the fleet of the 777 a I fly have chemical generators for the pax. I guess it's an airline option.

It would be very interesting to see what was simulated....if that data was recorded.

Article in a a Canadian newspaper
 

Malaysia Airlines flight MH370 pilots lauded for strong ties to the community | National Post

On the face of it, none of this would seem to indicate deranged or potentially terrorist pilots.

ICAO's GIS does not agree with Burma's declared Yangon FIR boundaries (Burma's ENR 2.1 here).
Skyvector also fails to correctly chart some of these FIR boundaries.

The photographed print of the email (link) sent by the rig worker Mike McKay does not contain an observation time. In his opening paragraph he states, "I believe I saw the Malaysian Airlines plane coming down. The timing is right." It is unfortunate that he did not give an accurate observation time.

In the email he furnishes estimates for distance and bearing ranges. His two references to the initial altitude are "... burning at high altitude ..." and "... at a lower altitude than the normal flight paths."

Considering McKay's postulate with some additional assumptions:

1. target at a distance of 50 km to 70 km from rig,
2. target on a true bearing of 255 to 285 degrees,
3. target at an altitude 10,000 to 25,000 ft AMSL,
4. target instantaneously adopts a random course after observation and glides without turning,
5. glide ratio is between 6:1 and 12:1,
6. no wind,
7. spherical earth

and assuming a triangular distribution for (1) and (2), a uniform distribution for (3) and (5) and a discrete uniform distribution for the new course in (4), then the 99% confidence ellipse for a 10,000 iteration Monte Carlo simulation can be plotted (link to map; link to coordinates).

Although this location falls to the east of the area initially searched by Vietnam, debris drifting SW at 2 to 3 knots would by now have travelled about 400 to 500 NM to shore. Furthermore, the McKay scenario appears to be contradicted by the significant additional evidence alluded to by the US and Malaysia indicating a westward crossing of the peninsula followed by prolonged flight (cf. 'pings'). It is not convincing that a burning aircraft would endure prolonged flight of 4 to 5 hours. I think we can therefore set the McKay observation aside vis-à-vis MH370.

Valujet 592 fits PERFECTLY!

While they had time to issue a mayday, maybe the malaysian crew were taken by suprise and didnt get time.

RR and BA did receive two...
 

...data transmissions, so the AC's equipment was subscribed and registered. The cell phone that's pinging without being subscribed should really have its settings mobile network boxes unchecked. That is what you would expect from a professional outfit like an airline.
I am puzzled by this pinging. If the electronic equipment and antenna is intact enough to send a signal to a satelite or cell tower, then why doesn't it send a datastream, even though there may be no data to collect due to other equipment failure? I strongly suspect that the military traced a different airplane, one that crossed paths with MH370 near the point where MH370 flew out of civilian radar range and lost the transponder. The pinging is generated by the plane that crossed MH370's path, but is not generated by MH370's equipment. Possibly the AC that the military radar tracked shot down MH370 or collided with it and kept on flying. That maybe why it chose the track along the boundaries of ATC's, so as to fall between the cracks, sort of speak.

They have got that from here? I know i mentioned it a few thousand posts ago.

Exactly...777 will not handle speed/g force/etc. Wherever that took place would have a large amount of debris as the plane fell apart.

The gruesome idea that the plane went to 40k and then depressurized to knock out the cabin is pretty horrible...but hypoxia would be faster than hypothermia.

Each day this story turns more and more into a bad movie plot.

It's already been posted, the data is likely in error and it didn't drop 40,000' in one minute.