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Gevonden wrakstukken waarschijnlijk van MH370

Redactie

Twee wrakstukken die in maart aanspoelden in Zuid-Afrika en Mauritius zijn 'zo goed als zeker' afkomstig van het verdwenen toestel van Malaysia Airlines met vluchtnummer MH370. Dat concludeerden Australische onderzoekers, die waren ingeschakeld door de lokale autoriteiten.

De brokstukken werden de afgelopen tijd onderzocht in Canberra. Daar ontdekten de onderzoekers dat ze vermoedelijk een onderdeel van het omhulsel van de motor in handen hadden. Het andere onderdeel is waarschijnlijk afkomstig uit de vliegtuigcabine, maakten de Australische autoriteiten bekend.

De Boeing 777 van Malaysia Airlines is al ruim twee jaar spoorloos. Het toestel verdween met 239 mensen aan boord tijdens een vlucht van Kuala Lumpur naar Peking.

Gevonden wrakstukken waarschijnlijk van MH370 (Foto: ANP)

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16 reacties

donderdag 12 mei 2016, 14:51 uur #4

DarkAngel58

Meow?

quote:
Op donderdag 12 mei 2016 @ 14:43 schreef Hazolator het volgende:

[..]

Mooi scenario voor een low budget movie

ja misschien iets voor SyFy

... want er bestaat al een TV serie "Lost".

donderdag 12 mei 2016, 15:01 uur #5

Proliges

quote:
Op donderdag 12 mei 2016 @ 14:40 schreef Hazolator het volgende:
Zoals ik al eerder heb verteld is het een hoax, zie hieronder een zeer betrouwbare bron voor de Fokker die gelooft dat vandaag de dag vliegtuigen "gewoon" kunnen verdwijnen

http://www.dailymail.co.u(...)-PM-Dr-Mahathir.html

Kom op, zelfs jij bent niet zo achterlijk dat je dat gelooft.

donderdag 12 mei 2016, 15:12 uur #7

Roland_Deschain

The last surviving gunslinger

"waarschijnlijk"
"zo goed als zeker"
"vermoedelijk"

Sure.

"Childe Roland to the Dark Tower Came"
"The world moved on"

donderdag 12 mei 2016, 15:15 uur #8

Sebby74

quote:
Op donderdag 12 mei 2016 @ 14:40 schreef Hazolator het volgende:
Zoals ik al eerder heb verteld is het een hoax, zie hieronder een zeer betrouwbare bron voor de Fokker die gelooft dat vandaag de dag vliegtuigen "gewoon" kunnen verdwijnen

http://www.dailymail.co.u(...)-PM-Dr-Mahathir.html

Hou toch eens op met het verspreiden van die nonsens. Het meest waarschijnlijke rampscenario is een decompressie, daar zijn meerdere precedenten van. Het toestel zou urenlang als spookschip doorgevlogen zijn totdat de brandstof opraakte en het in de oceaan neerstortte.

MH370 DECOMPRESSION

donderdag 12 mei 2016, 15:16 uur #9

Sebby74

donderdag 12 mei 2016, 15:16 uur #10

Sebby74

donderdag 12 mei 2016, 15:35 uur #11

jodelahity

quote:
Op donderdag 12 mei 2016 @ 15:15 schreef Sebby74 het volgende:

[..]

Hou toch eens op met het verspreiden van die nonsens. Het meest waarschijnlijke rampscenario is een decompressie, daar zijn meerdere precedenten van. Het toestel zou urenlang als spookschip doorgevlogen zijn totdat de brandstof opraakte en het in de oceaan neerstortte.

MH370 DECOMPRESSION

Ja en alles, alle signalen over waar het vliegtuig zich bevindt, wordt automatisch uitgeschakeld bij decompressie of niet

Fylax is op televisie geweest

donderdag 12 mei 2016, 16:21 uur #12

SiGNe

Uitspraak: Sign

quote:
Op donderdag 12 mei 2016 @ 15:35 schreef jodelahity het volgende:

[..]

Ja en alles, alle signalen over waar het vliegtuig zich bevindt, wordt automatisch uitgeschakeld bij decompressie of niet

quote:
Hypothesized Chain of events:

Likely fuselage failure near SATCOM antenna adapter, disabling some or all of GPS, ACARS, ADS-B, and ADS-C antennas and systems.
Thus, only primary radars would detect the plane. Primary radar range is usually less than 100nm, and is generally ineffective at high altitudes.

If the decompression was slow enough, it's possible the pilots did not realize to put on oxygen masks until it was too late.

Plausibel..

Als het een piloot met een zelfmoordmissie was was er waarschijnlijk wel een afscheidsbrief gevonden en in principe had de piloot het vliegtuig ook al eerder de zee in kunnen boren, hoefde ie niet urenlang door te vliegen tot de benzine op was.

Kate Moss Picture Heaven

donderdag 12 mei 2016, 17:45 uur #13

Sebby74

quote:
Op donderdag 12 mei 2016 @ 15:35 schreef jodelahity het volgende:

[..]

Ja en alles, alle signalen over waar het vliegtuig zich bevindt, wordt automatisch uitgeschakeld bij decompressie of niet

quote:
ATSB's report suggests MH370 suffered an electrical fault which disabled both ACARS and Mode S Transponder. This appears to have happened not at IGARI but further north at BITOD where Vietnamese SSR radar last spotted MH370. It seems the pilots Zaharie and Farriq both knew they had a communications problem and tried to establish VHF voice contact around 17:30 UTC as detected by Japan Airlines Flight JAL750.

MH370 had to be commanded by autopilot to turn back on a heading for Kuala Lumpur in a conscious decision. Flightaware's ADS-B receiver network detected MH370's transponder one last time at 06:9298N, 103.5901E. This location was 21nm north of IGARI and was not along the flight path to BITOD, so therefore was not some sort of simple error repeating MH370's earlier location. This detection happened at 17:50 UTC . Logically the timeline suggests MH370 turned back from Vietnam at 17:35 UTC near 08:11N, 104.32E at 35,000ft. At this location MH370 was theoretically just visible from Songa Mercur oil rig, where Mike J McKay spotted a distant aircraft on fire.

Based on a hastily abandoned statement made to China Times' Taiwanese journalist Wu Kwei Fung by the US Embassy in Kuala Lumpur, I believe a distress call was detected from MH370 at 17:43 UTC declaring an intention to make an emergency landing because their cabin faced disintegration.

Although Malaysian Police subsequently distorted the timeline, original reports by eight people of a frightening loud noise east of Marang Beach seem to describe a howling sound possibly as pressurised air escaped from MH370 at 17:45 UTC.

Logic suggests an electrical fault developed in the Honeywell Mark III Communications Management Unit (CMU). This processor converts 8-bit data from on-board instruments into TCIP streaming data protocol for transmission by both the ADS-B transponder and by the ACARS system. ACARS usually consists of the #3 digital VHF radio slaved to the CMU controlling it via the pilot's CPDLC. Fire in the CMU would prevent further data being transmitted but would not destroy the #3 VHF radio. This it appears permitted ACARS to keep working later in a passive sleep mode.

An analogy we can all understand is like a cell phone left switched on, but not sending any messages, just acknowledging signals sent from a cell tower. This is the same mode ACARS was in after 18:25.

Basis for suspecting the CMU processor is its pivotal relationship to other devices operating on the same left AC power relay. ATSB report dated 26 June 2014, at page 34 describing evidence for a hypoxic flight states:

"Given these observations, the final stages of the unresponsive crew/ hypoxia event type appeared to best fit the available evidence for the final period of MH370's flight when it was heading in a generally southerly direction:"
Furthermore the ATSB report dated 3 December 2015 page 8 refers to events prior to 18:25 UTC:

"If power from the left IDG was lost then a bus tie breaker would close connecting the left and right AC buses allowing the right IDG to power both. Similarly, if power was lost from the right AC bus then the left AC bus would supply power to both. This power switching is brief and the SDU was designed to remain operational during such power interruptions. To experience a power interruption long enough to generate a log-on request, a loss of both AC buses, or a disabling of the automatic switching would be required."
The SDU (satellite tracking antennae), CMU, ACARS & Transponder all draw power from the Left AC bus Relay. Of these four devices mentioned, the transponder came back online at 17:50 UTC when MH370 was detected again briefly at FL350, 06.9298N, 103.5901E (source Flightaware ADS-B network). Presumably therefore the transponder did not cause this power outage. We know the SDU kept working after 18:25. We know that ACARS resumed working at 18:25. That leaves only one device which did not resume function at 18:25. ACARS did not stop working. It did however stop transmitting onboard data.

Not only that but the airline tried to place three Sat Phone calls to MH370 via an ACARS channel. Each phone call goes through a self test boot up protocol before the call is established. During this call both at 18:29 and later at 23:13 MH370 returned an error code for Power management failure in the forward relay to the cockpit.

This seems irrefutable proof there was a catastrophic electrical failure caused by the CMU.

Events suggest there was a fire leading to decompression, that it was extreme, intense and fast. In less than a minute it seems heat melted a small hole in the skin of the airliner. Pilots would have been preoccupied trying to isolate electrical power to the fire. It is probable they silenced the master caution alarm so they could think and this would have prevented a second alarm to warn them of decompression.

If so, then they were not aware of decompression and failed to react appropriately donning oxygen masks. The irony of this scenario is they could have survived decompression and the fire would have self extinguished at 35,000ft from lack of oxygen.

One lesson may emerge from this is that a decompression alert must rise above confusion in the cockpit and override all other alarms. Perhaps it should be an oral warning like the "Terrain, Terrain, Pull-Up"alert pilots get when too low, so that crews are told what to do?

At 35,000ft it would have taken just 30 seconds for pilots to lapse into unconsciousness. Passengers at the rear would have had oxygen masks drop automatically, so others in the cabin may have remained conscious. Ambient Temperature above the Gulf of Thailand would have plummeted to minus 44 degrees Celsius inside the cabin.

Evacuation of pressurised air would have robbed any fire of oxygen and therefore self extinguished. The crew may also have successfully isolated components at the seat of the fire before they were incapacitated. The Boeing 777 however is also designed to automatically repair and re-route electrical functions without human intervention. As long as the autopilot kept functioning, MH370 would have kept flying.

Assuming damage was minor and the autopilot remained operable, MH370 would have simply continued flying towards Kuala Lumpur. Upon crossing over the last co-ordinates it was given, the autopilot would simply continue to fly the same magnetic heading it had previously.

This scenario conflicts with alleged turns and flight west through the Straits of Malacca, or the so called major turn south around the western tip of Sumatra. In fact according to my scenario MH370 likely crossed Sumatra somewhere near Dumai.

Electrical failure in the cockpit raises serious questions about Malaysian radar claims. Many Malaysian Air Force radar sightings were highly improbable & contradictory. For example one that military radar saw MH370 climb to 45,000ft above IGARI before diving west below radar detection. JACC Chairman Air Marshal (ret) Angus Houston declared on 24 June 2014 that examination of radar data by two Thales Raytheon radar engineers had discounted this sighting.

An alleged military radar image shown to next of kin at the Lido Hotel on 21 March 2014 presented by Malaysian Government officials was also dismissed as untrue by the ATSB report of 3rd December 2015. Before this was dismissed, it was obvious the timelines from that image clashed with timelines of radar sightings disclosed in the interim report of 8th March 2015 entitled "Factual Information".
More importantly when ACARS contact with INMARSAT resumed at 18:25 UTC, the BTO (signal delay distance from satellite) and BFO (Doppler) values for MH370 also clashed with alleged radar data. The BTO distance from the satellite at 18:25 UTC was just 275nm from IGARI when radar data suggested it should have been at least 437nm from IGARI.

BTO values just three minutes later at 18:28 UTC infer MH370 suddenly leapt westwards at more than 5,000 mph (Mach 6.6). For the same period the Doppler values (BFO) were reducing when they should have been increasing. This inferred MH370 was flying away from the satellite when BTO values showed the opposite. Clearly there was some massive electrical disruption on board MH370.

it appears fire caused ACARS to stop transmitting data around 17:27 UTC and it did not log back on again until 18:25 long after the decompression when electrical components cooled to a functional temperature. However intense cold may have caused a reduction in BTO transmission delay by reducing electrical resistance inside MH370's circuitry. For this reason all BTO values after 18:25 were falsely displaced closer towards INMARSAT.

http://www.veteranstoday.(...)ecompression-theory/

Lang zo spannend niet als een verhaal waar CIA in voorkomt, maar dat is logisch...

donderdag 12 mei 2016, 18:22 uur #14

jodelahity

Waar het om gaat is dat alle signalen die een vliegtuig standaard uitzend uitgeschakeld waren. Dat staat dus los ervan of de piloten bewusteloos raakten etc. Je hoort gewoon precies te kunnen zien waar een toestel is neergestort.

http://www.bbc.com/news/world-asia-26591056

Fylax is op televisie geweest

donderdag 12 mei 2016, 19:37 uur #15

buzz1291

Never a dull moment

Het zijn gewoon de brokstukken die die Amerikanen bij de ontmanteling vanaf Diego Garcia af en toe in zee storten

2015: BUD - SAW - AUH - BKK - CNX - UTH - SIN - KUL - SGN - DAD - HUI - HAN - HKG . . . . . .

donderdag 12 mei 2016, 22:47 uur #16

Sebby74

quote:
Op donderdag 12 mei 2016 @ 18:22 schreef jodelahity het volgende:
Waar het om gaat is dat alle signalen die een vliegtuig standaard uitzend uitgeschakeld waren. Dat staat dus los ervan of de piloten bewusteloos raakten etc. Je hoort gewoon precies te kunnen zien waar een toestel is neergestort.

http://www.bbc.com/news/world-asia-26591056

Alleen gedegen systeemkennis kan hier uitsluitsel geven en die komt in het stukje onder je link helaas niet voor.
De man stelt OMDAT ACARS niet werkte MOET het door iemand uitgeschakeld zijn.

quote:
Logic suggests an electrical fault developed in the Honeywell Mark III Communications Management Unit (CMU). This processor converts 8-bit data from on-board instruments into TCIP streaming data protocol for transmission by both the ADS-B transponder and by the ACARS system. ACARS usually consists of the #3 digital VHF radio slaved to the CMU controlling it via the pilot's CPDLC. Fire in the CMU would prevent further data being transmitted but would not destroy the #3 VHF radio. This it appears permitted ACARS to keep working later in a passive sleep mode.

An analogy we can all understand is like a cell phone left switched on, but not sending any messages, just acknowledging signals sent from a cell tower. This is the same mode ACARS was in after 18:25.

Reageer zelf