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MH 370 Flew Extra 4 Hours
U.S. investigators suspect that Malaysia Airlines Flight 370 stayed in the air for about four hours past the time it reached its last confirmed location, according to two people familiar with the details and data automatically downloaded and sent to the ground from the Boeing Co. 777's engines as part of a routine maintenance and monitoring program. (online.wsj.com) Más...Sort type: [Top] [Newest]
Ladies and Gentlemen, it seems as if my theory might be proven to be correct. A witness whom works on an oil rig saw a plane on fire on this plane flight path. The timing and heading was correct. He sent this information with co ordinates to the authorities in Malaysia. Fire now alarm bells will ring. This is speculation yet I think close to events that might have taken place. This witness claims he saw the fire then after a while, there was no fire. If there was a fire and it was the cause of decompression then this is the reason for the fire to have been extinguished. Maybe the fire was the cause of the decompression by weakening the aircraft skin, or else it damaged the wiring who knows. I think all lost coconscious. Maybe the pilots had lost communications as well other instrumentation such as the transponder etc. What if the pilots were trying to turn the plane back to Malaysia and they themselves lost conscious I know of three plane accidents where the crew and passengers lost consciousness and the plane flew until the fuel ran out. This is what I think that happened, told my family and friends after I heard about the guy on the rig testimony. Just a thought and found to share it with you all.
If a fire burned bright enough to be seen from 35,000 ft, it would bring the aircraft down in short order. Along the same lines though, a cockpit fire that compromised several systems or caused the crew to turn off systems may have driven the crew from the cockpit in hopes of fighting their way back in. Unable to take smoke removal measures, the passengers and crew could easily have been overcome regardless of oxygen available. It doesn't take a lot of fire to generate a lot of smoke in an aircraft and if it had abated on its own over time the aircraft could have flown either trimmed or on autopilot until out of fuel.
Oil rig eyewitness of the fireball crash and burn is consistent with an onboard fire, but is not consistent with it then flew on for hours.
There was also no debris found in the vicinity of the fireball/ lost contact /original flight path. A big plane like the 777 would've created a bunch of floating debris.
Plus radar had the plane moving across the Malaysian peninsula, apperently seen by both the Malaysians and the Thai on radar. It's the 'from there' that can potentially more traumatic.
There was also no debris found in the vicinity of the fireball/ lost contact /original flight path. A big plane like the 777 would've created a bunch of floating debris.
Plus radar had the plane moving across the Malaysian peninsula, apperently seen by both the Malaysians and the Thai on radar. It's the 'from there' that can potentially more traumatic.
Never mind I like the theory that MH370 pulled up behind SIA68 better ...
Does anyone know how hard it is to change the "ident." For the iff squawk ? Then take on a new A/C flight no?? I think ident is hardware. Anyone confirm?
I got it, a third transponder with a battery that needs to be changed at regular intervals (like an elt battery) But, this third transponder will only operate when weight is off wheels and when both transponders are turned to standby or off. Then the little back up transponder kicks in via harmless battery and says i'm right here with no human intervention.
The device must be hands off, so it's got to manage it's own battery/ recharging.
This transponder would only to send the info back to ops center. So it could send info any time the plane is powered up, without interfering with TCAS. Then trasmit intermittently while stopped/parked to preserve battery.
It's very important that it's circuitry and hardware is robust and reliable and that it's software management and logic to be robust and reliable. All should be made from quality materials with great workmanship. Not unlike that Hobeywell ELT on that Ethopian plane, but with no fire.
This transponder would only to send the info back to ops center. So it could send info any time the plane is powered up, without interfering with TCAS. Then trasmit intermittently while stopped/parked to preserve battery.
It's very important that it's circuitry and hardware is robust and reliable and that it's software management and logic to be robust and reliable. All should be made from quality materials with great workmanship. Not unlike that Hobeywell ELT on that Ethopian plane, but with no fire.
Catch 22
Why hasn't the ELT signal been picked up? That's an independent system as was described. If a man can service it another can disable it. If it requires a charging circuit the pilot need to be in charge of the circuit.
Why hasn't the ELT signal been picked up? That's an independent system as was described. If a man can service it another can disable it. If it requires a charging circuit the pilot need to be in charge of the circuit.
With the Asiana emergency slides malfunctioning and with ELTs having an improving but still substantial failure rate in emergencies, suggests to me that some airlines don't maintain all their equipment in proper working order. Ironically slides and ELTs may not be seen as essential equipment because they're functioning or not won't interfere with the ability of the plant to continue revenue flights.
Then you've just answered you posting above. If it's not going to be maintained and the pilot has the ability to defeat it there is no sense in wasting the fuel to carry the extra pounds. An active ELT would have done exactly what you described above but with a battery that needs recharging or replacing it may not get maintained as essential equipment
https://www.aopa.org/Advocacy/Regulatory-,-a-,-Certification-Policy/Regulatory-Brief-Emergency-Locator-Transmitters-ELTs.aspx
It's incredible. An ELT activation rate of 73% to 83% is considered good because earlier generations of ELTs had activation rates under 25% in emergencies. Almost as bad, they had 97% false alarm rate. This only encourages maintenance staff to disable the ELTs altogether, which won't be available when needed.
It would be interesting to analyze which airlines' ELTs have failed and which have worked when needed in emergency situations. That would be illustrative. An airline that disconnects emergency equipment for expediency (which in of itself is bad enough) may also cut other other corners (which may incrwae the chances of an emergency that the plane would then ironically be ill-equipped to handle).
It's incredible. An ELT activation rate of 73% to 83% is considered good because earlier generations of ELTs had activation rates under 25% in emergencies. Almost as bad, they had 97% false alarm rate. This only encourages maintenance staff to disable the ELTs altogether, which won't be available when needed.
It would be interesting to analyze which airlines' ELTs have failed and which have worked when needed in emergency situations. That would be illustrative. An airline that disconnects emergency equipment for expediency (which in of itself is bad enough) may also cut other other corners (which may incrwae the chances of an emergency that the plane would then ironically be ill-equipped to handle).
You're probably right, but to what end the information. 'Whether to fly or not to fly, that is the question.' Many of the airlines are not in the U.S. and so are out of our control, not under out regulations or laws and did I mention you can't hide from a liar anyway. If the pic has in mind to steal an airplane or crash 9i,there isn't much that cn be done to prevent it. It's the old delema of law enforcement. The can't prevent they can only investigate.
This has gone on too long and some statements are really off the wall. I believe someone knows what happened to the aircraft and where it is and it's a security risk.
This has gone on too long and some statements are really off the wall. I believe someone knows what happened to the aircraft and where it is and it's a security risk.
If the world's major intelligence agencies/ militaries, as well as Boeing and Rolls Royce, know exactly where the missing plane has been since departing KLIA, and where it is now; then I see no need for further locating equipment on planes or hardening of equipment.
In that case, I wouldn't be concerned that Malaysia or any other airline doesn't accept the satcom data package. But information about which airlines can always reliably know where their aircraft are in the world, and which can't; should be transparently available. Potential passengers would be able to base their purchasing decision on this publicly available info about airline capability OT lack thereof.
I'd like to know where the plane is, if intelligence agencies know. But I acknowledge, that's not how they operate.
But if no one knows exactly where that plane is, we should look at hardening equipment so that information about the plane's location and condition, could more easily be transmitted for all commercial airliners reliably.
In that case, I wouldn't be concerned that Malaysia or any other airline doesn't accept the satcom data package. But information about which airlines can always reliably know where their aircraft are in the world, and which can't; should be transparently available. Potential passengers would be able to base their purchasing decision on this publicly available info about airline capability OT lack thereof.
I'd like to know where the plane is, if intelligence agencies know. But I acknowledge, that's not how they operate.
But if no one knows exactly where that plane is, we should look at hardening equipment so that information about the plane's location and condition, could more easily be transmitted for all commercial airliners reliably.
Well they're looking in the Indian Ocean off Australia and I believe that's a head fake. I think the iron is in the other direction just N of India. I think it shadowed another flight to avoid skin paint radar detection and landed in bin Laden land. I guess one day well know for sure and I hope I'm wrong.
I hope you're wrong too. I've presented evidence to support your position on one of these threads.
But I'll believe either possibility, but only when I see it.
But I'll believe either possibility, but only when I see it.
I too am reserving a my opinion and final thoughts, but the CNN black hole idea is getting more appealing. :-)
CNN block hole theory?
I missed that one. Is that exactly what it sounds like?
I missed that one. Is that exactly what it sounds like?
Yup. The plans flew into a black hole.