Originally Posted by PaxLambda (Post 11935934)

I hope my question is not too much outside the topic. If all main-bus power was lost around 08:08:43, how is it possible there were FR24 ADS-B transmissions with time stamps until 08:08:51?

PL

Originally Posted by sgs233a (Post 11935976)

Do we know how well synchronized all the timestamps that have been released are? Presumably most of these things (especially ADS-B) would be GPS time synced, but I'm not sure it was definitively stated in the interim report.

Originally Posted by PaxLambda (Post 11935934)

I hope my question is not too much outside the topic. If all main-bus power was lost around 08:08:43, how is it possible there were FR24 ADS-B transmissions with time stamps until 08:08:51?

PL

Originally Posted by chrisrobsoar (Post 11947101)

This strongly suggests that the transponder was powered, perhaps by the main battery.

Originally Posted by NSEU (Post 11953407)

Even if it was, it doesn't explain why it cut off when the RAT started powering the aircraft.

Originally Posted by tdracer (Post 11925153)

On the 787 (also 777 and 747-8), when the fuel control switch is cycled to CUTOFF, the electrical generation doesn't stop when the engine N2/N3 drops too low - it happens much sooner than that.
In order to facilitate a 'breakless' power transfer during an engine shutdown, the fuel control switch sends a signal to the electrical system, which reconfigures to drop the related generators from the system before they drop off line. This takes ~0.25 seconds, not the several seconds it takes for the N2/N3 to drop sub-idle.