|Quoting WarrenPlatts (Reply 167):|
I guess I should not have called it "RP2" since you explicitly defined "RP2" as the 18:22 position, rather than the last radar detection. Sorry for the confusion.
|Quoting WarrenPlatts (Reply 180):|
Dude, download the chart below, break out your dividers, and convince yourself that the last radar pings are further than 200 nm from Butterworth AB! The radar pings are the little red dots....
Typical examples of your reasoning...
Unfortunately, the only officially published radar contact from Butterworth is 295° / 200 nm.
You just assume - as usual quickly and wrongly - that the little red dots are in fact Flight 370 returns.
Has anybody said it ?
No, just your sensationalistic approach.
On the other hand, I plotted the contacts Finn350 published, and tried to work out whether they could fit with the facts that we have.
The results are, to say the least, showing that they would stretch any navigational possibilities a lot.
The same chart ping track is so suspect that it allows you to imagine a totally reverse course ( i.e from NW
) .... what kind of sure-fire data could allow that ?
I calculated, to the half-mile precision the positions of both "radar contacts" in order to check my earlier navigation findings :
so, we have :
RP1 : N 05.55 / E 099.02 at 08:02 Z
RP2 : N 06.50 / E 097.25 at 18:22 Z
These exact coordinates are within a mile of my plotter-cum-divider derived coordinates.
I'm analysing the impact of various trajectories from IGARI to RP1 in order to validate- or not - a pilot navigation.
More later, then.
The main disagreement Backseater, and others, have with me, is the precision of the *loci*.
For the moment, let's just say that there must
have been a turn towards the south, at some time... and considering that the airplane path couldn't have been much over Sumatra, that turn must
have happened west of the island and around 18:30 Z.
Otherwise, me might as well reject - en bloc - all the NTSB, AAIB, BEA, Inmarsat, Boeing, Honeywell... analyses and remain very comfortably content with a criminal scenario.
That would mean the end of this thread.
|Quoting WarrenPlatts (Reply 178):|
7BOEING7 merely expressed his considered professional opinion that a cockpit fire that destroyed the ACARS and both pilots, while leaving the A/P intact, allowing the a/c to keep flying for another 7 hours is highly improbable. That's just common sense besides.
... but common sense only applies when you've considered all
propositions... which you have not done.
|Quoting abba (Reply 226):|
Does that mean that there are no other interfaces to the communication systems than those that are located on the pedestal area? In other words: If the pedestal area is indeed - for one reason or another - destroyed then there will be no other way to use the radios and other communication equipment on-board a T7?
|Quoting 7BOEING7 (Reply 227):|
Assuming the passengers don't have SATCOM, yes, but that's normal on most modern Boeing airplanes (can't speak for AB). Some have HF control heads in the overhead but the ACP's are still in the pedestal...
... So realistically a complete loss of communications due to an issue with the center pedestal, if it has happened at all is probably rarer than a pilot purposely crashing an airplane.
Thanks for doing the search, Abba.
Let's then imagine a fire starting in the pedestal:
The origin could be a short / an arc... maybe caused by a spill... or former older spills that have gone through the wires.
All this wires are bundled together... the fire can affect the other circuits... smoke starts to form, fire ( doesn't need to be a big one ) spreads further into the wmaintenance overhead panel, which do not relate to the pedestal units.
So, my question is : how do you fight a fire in the pedestal ?
The only extinguishers we have on board the airplane are Halon bottles and on some airlines a water extinguisher.
In the cockpit, it's just a Halon extinguisher, which is not really recommended on electrical fires, but that's all you have got...
You could dose the pedestal with Halon, but what good would that do ? Not a lot, I guess ---> you have to open the pedestal...
Fine, to do so, you'd have to remove a panel - or more -, which is fixed by a set of screws...
Unfortunately, since 11 / 09 there is no screw driver and your dependable Swiss Knife is forbidden for security concerns...
Now, you're in a bit of a jam... Sooo...
The only way to open the pedestal is, I'm afraid, to break into it by using tha fire axe or the jemmy bar you have in the cockpit...
I'm open to any other methods and solutions... Honestly.
Using the fire axe isn't going to do any good to the equipment there, is it ?
Finally ( this post is getting too long ), please bear in mind that all the systems are intact, as their boxes are somewhere else (the E&E compartment among others)... but there's no longer a possible control to them :
- No more Xponder
- No more VHF / HF COM
- No more Radar
- No more LNAV / VNAV
- No more ACARS or SATCOM as they are managed through the CDU
- No more lower EICAS in all probability but it doesn't affect a control of any sort.
Someone talked about redundancy ?
The A/P is a case in itself : with the CDUs, the FMC managed navigation and performance are lost : We are left with the basic controls ( on the glareshield ) of Heading / Vertical speed or Track / FPA ; Speed ; Altitude hold or capture... and very probably the Auto throttle.