Beijing-bound MAS plane carrying 239 people missing as of 20 mins ago.

reply to post by roadgravel


Why would there only be a couple of EMS messages? and if Boeing was not receiving them? who was and why did'nt they continue after just a couple?

roadgravel

sy.gunson

roadgravel

sy.gunson

roadgravel
reply to post by sy.gunson

 

That is 11:15 UTC and MH370 did not take off until 16:42 UTC therefore the sighting in the maldives was made before MH370 ever took off.

I think you have your dates and time offset wrong.

KL UTC +8
Maldives UTC + 5

MH370 took off Kuala Lumpur at 16:42 UTC

The Madives sighting was 6:15 local +5 hours = 11:15 UTC

The last satellite ping was 00:19 UTC

Go figure...

Maldives local 6:15 - 5 offset = 1:15 UTC. (It's ahead of UTC) It's about an hour late.

370 took off 00:42 local - 8 (UTC offset) = 16:42 UTC

It is ahead of Greenwich Mean Time (GMT) which means you have to add five hours (+5 hrs) to get GMT/UTC

The aircraft took off at 16:42 UTC

The Maldives sighting was 11:15 UTC

edit on 8-4-2014 by sy.gunson because: (no reason given)

No. If it is +8 then local time is 8 hours ahead of UTC, so subtract 8 to get UTC.

Example from wiki:

"The flight departed from Kuala Lumpur International Airport on 8 March 2014 at 00:41 local time (16:41 UTC, 7 March)"

So subtract 8 hours from the local time to get UTC because KL is UTC +8.

Notice UTC is the day before... 7th versus 8th

So you are saying the Maldives sighting was Maldives time UTC +5, so 6:15 AM Malaysia time is 01:15 UTC March 7

Malaysia is UTC +8, so that makes the sighting 09:15AM Malaysia time.

Nine hours after the plane took off with a plane that stopped flying at 07:19 Malaysia time ?

Is that what you are saying?

This has nothing to do with recent news, or maybe it does. I notice that CNN is referring a lot to crazy conspiracies, do you think they are reading and referring to ATS posts or some other site or sites? We aren't crazy conspiracists are we?

UKGuy1805
Mmmm im confused now - on the RR website their explanation of how the EMS works was that - this facility was built in to their engines and not provided as an Add - On, surly unless this system was faulty or tampered with? it would send a reliable recording, or RR could retrieve the EMS data via satelite, and i assume even now aslong as there is power to the electronic system of the engine, then information could be Uploaded.

In-built or not it still had to be sent via ACARS

reply to post by sy.gunson


So - if the ACARS was not working how/why would it send just a couple of bits of engine data? how could it have been stopped?

Let me get this right - the EMS data that was sent by ACARS - was on just for a couple of data returns? - It was on just for take off and a short climb? - It was on the full time but just not reaching Boeing? - It was recieved somwere else other than Boeing but just a couple of times? very strange...

reply to post by sy.gunson


Thanks for your reply

The last picture shows it flying over VAMPI heading towards MEKAR.

At 17:01 MH370 had reached its cruising altitude at fl350 and contacted radar control to identify itself and report their altitude which was confirmed by radar control.
The fact that at 17:07 they again contacted radar control to report their flightlevel at fl350 seems strange to me.

They could not have made a left turn at 17:15, clearly as you mentioned the were flying towards IGARI and heading north east 040 towards BITOT after that.

All in all, it is speculation of course, but something had happened which made them turn and head back towards KL.

If it was a suicide like MSM likes to spin it, i can imagine that if 238 lives do not count, there is nothing holding the pilot back from doing a 9/11 in KL.
He could easily have done this as there was no interception dispite an unidentified aircraft flying towards and over Malaysia which was not responding.

There is an airfield at Penang and also at Langkawi, it might be that the plan was to land the plane at Langkawi and thus eliminating the risk of crashing on a highly populated area while trying to land a crippled plane.

A little edit.

According to the last picture, the path is also not in a normal flight corridor but after VAMPI it seems they were.

reply to post by whatnext21


Noooo

It is flying in orbit now, that is why we are unable to find any debris

UKGuy1805
reply to post by roadgravel

 

Why would there only be a couple of EMS messages? and if Boeing was not receiving them? who was and why did'nt they continue after just a couple?

Th ACARS reporting systems was down.

reply to post by roadgravel


What at departure or did it occure during the flight? how do we know it was down?

reply to post by sy.gunson

So you are saying the Maldives sighting was Maldives time UTC +5, so 6:15 AM Malaysia time is 01:15 UTC March 7

Malaysia is UTC +8, so that makes the sighting 09:15AM Malaysia time.

Nine hours after the plane took off with a plane that stopped flying at 07:19 Malaysia time ?

Is that what you are saying?

Maldives sighting was Maldives time UTC +5, so 6:15 AM Malaysia Maldive time is 01:15 UTC March 7 8

Malaysia is UTC +8, so that makes the sighting 09:15AM Malaysia time.

Yes

I believe the last reported ping was 8:11 Malaysian time and failure at about 8:19.

sy.gunson
reply to post by charlyv

 

Just a speculation CharlyV but perhaps it was already located by P-3 survey before Ocean Shield reached the site?

Thing is buoys drift and aircraft move relative to the buoys so perhaps they need a better definition?

If that happened, we certainly did not get informed about it and it would be considered located, at least in coordinates. It could have been the Australian fleet, as they have a lot of the P3C's that were replaced by the P8's. We don't know. One thing is for sure though, once a P3 puts a pattern like I described in the water, the target is usually located before or shortly after the last buoy is deployed. They do not have to be on-station long.

Additionally, if that were the case, it would have marked datum, and that GPS coordinate would be fixed. It would not matter how much the buoys drifted after they had that point, especially since this is not a moving target. A fix like this qualifies the deployment of a deep submersible , which is another thing we have not heard about. Like I said, the lack of information is deafening. What we hear from the media sounds more like a WWII exercise.

UKGuy1805
reply to post by roadgravel

 

What at departure or did it occure during the flight? how do we know it was down?

Because since day one it has been stated down and speculated how it could be down. No routine ACARS messages were received after the message at 1:07 and the schedule messages for 1:37 onward were never received.

UKGuy1805
reply to post by sy.gunson

 

So - if the ACARS was not working how/why would it send just a couple of bits of engine data? how could it have been stopped?

It was not stopped.

It had no paid subscription to use INMARSAT during flight.

It had a subscription to use ACARS for 30 minutes after engine start. Thereafter engines made a handshake connection through ACARS every 30 minutes or so.

There was no Satellite connection between MH370 with the Indian Ocean satellite 64E IOR Tel 873 from 17:07 UTC and 18:25 UTC because MH370 was too far east for coverage by the Indian ocean satellite.

Nobody has yet bothered to investigate if MH370 made a handshake connection with the Pacific INMARSAT 178E POR Tel 872 at 17:37 UTC.

reply to post by whatnext21


IMHO, CNN is getting their CTs from Twitter and Reddit. Those two places do have some good commentary, but the overall mood is like a big, loud bar where everyone has had one too many martoonies. I wouldn't be surprised if MSM comes here for the well-researched topics, and when they need something intelligent to say (or one of their talking heads).

"Based on new satellite information, we can say with a high degree of certainty that ACARS was disabled just before the aircraft reached the east coast of peninsular Malaysia. Shortly afterwards, near the border between Malaysian and Vietnamese air traffic control, the aircraft's transponder was switched off," Razak says.

Getting that data appears to have been a stroke of luck. ACARS can be sent both via VHF radio and satellite – but Malaysia Airlines had not subscribed to the satellite version from London based provider Inmarsat. Nevertheless, a satellite transmitter on the plane was pinging an Inmarsat satellite with empty data packets. And it is those that have allowed the plane's position to be estimated on two tracks either side of the satellite.

Link

There was no engine data for the duration of the flight.

sy.gunson

UKGuy1805
reply to post by sy.gunson

 

So - if the ACARS was not working how/why would it send just a couple of bits of engine data? how could it have been stopped?

It was not stopped.

It had no paid subscription to use INMARSAT during flight.

It had a subscription to use ACARS for 30 minutes after engine start. Thereafter engines made a handshake connection through ACARS every 30 minutes or so.

There was no Satellite connection between MH370 with the Indian Ocean satellite 64E IOR Tel 873 from 17:07 UTC and 18:25 UTC because MH370 was too far east for coverage by the Indian ocean satellite.

Nobody has yet bothered to investigate if MH370 made a handshake connection with the Pacific INMARSAT 178E POR Tel 872 at 17:37 UTC.

It's like buying a car equipped with OnStar, but not buying the service.

It still works, and the manufacturer can turn it on anytime they want, but you can't use it as advertised.


In my opinion it's why I give weight o the claims that Boeing knew where it landed the day it went missing.

reply to post by roadgravel

Link

While I can agree with much of what is said in that link, I think they are jumping to conclusions by implying a person had disabled it.

Logarock
reply to post by Arbitrageur

 

So you believe this system was disabled then? It may have been just asking.

The media reports like the above link imply a human disabled it. In my opinion that is reaching a premature conclusion. While I wouldn't rule out that human intervention is responsible, I also haven't ruled out that fire could be responsible, or maybe even some other kind of mechanical failure.

I know some people have stated why they want to rule out fire as a possible cause, but I don't find their arguments persuasive. Also there was an airworthiness directive for other models of the 777 for a problem that could have possibly disabled it, and even though that directive didn't apply to the MH370 aircraft, I haven't ruled out something along those lines either, like maybe an expanded airworthiness directive could be needed. I'm being open-minded to as many potential causes as possible and not rule things out prematurely that shouldn't be ruled out until we have more evidence.

It had a subscription to use ACARS for 30 minutes after engine start. Thereafter engines made a handshake connection through ACARS every 30 minutes or so.

That makes no sense.

reply to post by Arbitrageur

I would agree that it could have been mechanical failure or human. Seems obvious it was out.