Missing Malaysia Airlines Jet
All those who are following the Malaysian Airlines Jet missing, from the beginning, will find these two reports interesting - ajm
A Startlingly Simple Theory About the Missing Malaysia Airlines Jet
By Chris Goodfellow
There
has been a lot of speculation about Malaysia Airlines Flight 370.
Terrorism, hijacking, meteors. I cannot believe the analysis on CNN;
it’s almost disturbing. I tend to look for a simpler explanation, and I
find it with the 13,000-foot runway at Pulau Langkawi.
We
know the story of MH 370: A loaded Boeing 777 departs at midnight from
Kuala Lampur, headed to Beijing. A hot night. A heavy aircraft. About an
hour out, across the gulf toward Vietnam, the plane goes dark, meaning
the transponder and secondary radar tracking go off. Two days later we
hear reports that Malaysian military radar (which is a primary radar,
meaning the plane is tracked by reflection rather than by transponder
interrogation response) has tracked the plane on a southwesterly course
back across the Malay Peninsula into the Strait of Malacca.
Read more:
> How the Missing Malaysia Airlines Jet Could Have Been Hijacked
> Inside the Nearly Impossible Task of Finding an Airplane in the Ocean
> How It's Possible to Lose an Airplane in 2014
> How the Missing Malaysia Airlines Jet Could Have Been Hijacked
> Inside the Nearly Impossible Task of Finding an Airplane in the Ocean
> How It's Possible to Lose an Airplane in 2014
The
left turn is the key here. Zaharie Ahmad Shah was a very experienced
senior captain with 18,000 hours of flight time. We old pilots were
drilled to know what is the closest airport of safe harbor while in
cruise. Airports behind us, airports abeam us, and airports ahead of us.
They’re always in our head. Always. If something happens, you don’t
want to be thinking about what are you going to do–you already know what
you are going to do. When I saw that left turn with a direct heading, I
instinctively knew he was heading for an airport. He was taking a
direct route to Palau Langkawi, a 13,000-foot airstrip with an approach
over water and no obstacles. The captain did not turn back to Kuala
Lampur because he knew he had 8,000-foot ridges to cross. He knew the
terrain was friendlier toward Langkawi, which also was closer.
Take
a look at this airport on Google Earth. The pilot did all the right
things. He was confronted by some major event onboard that made him make
an immediate turn to the closest, safest airport. The loss of
transponders and communications makes perfect sense in a fire. When I
heard this I immediately brought up Google Earth and searched for
airports in proximity to the track toward the southwest.
For
me, the loss of transponders and communications makes perfect sense in a
fire. And there most likely was an electrical fire. In the case of a
fire, the first response is to pull the main busses and restore circuits
one by one until you have isolated the bad one. If they pulled the
busses, the plane would go silent. It probably was a serious event and
the flight crew was occupied with controlling the plane and trying to
fight the fire. Aviate, navigate, and lastly, communicate is the mantra
in such situations.
There
are two types of fires. An electrical fire might not be as fast and
furious, and there may or may not be incapacitating smoke. However there
is the possibility, given the timeline, that there was an overheat on
one of the front landing gear tires, it blew on takeoff and started
slowly burning. Yes, this happens with under-inflated tires. Remember:
Heavy plane, hot night, sea level, long-run takeoff. There was a well
known accident in Nigeria of a DC8 that had a landing gear fire on
takeoff. Once going, a tire fire would produce horrific, incapacitating
smoke. Yes, pilots have access to oxygen masks, but this is a no-no with
fire. Most have access to a smoke hood with a filter, but this will
last only a few minutes depending on the smoke level. (I used to carry
one in my flight bag, and I still carry one in my briefcase when I fly.)
What
I think happened is the flight crew was overcome by smoke and the plane
continued on the heading, probably on George (autopilot), until it ran
out of fuel or the fire destroyed the control surfaces and it crashed.
You will find it along that route–looking elsewhere is pointless.
Ongoing
speculation of a hijacking and/or murder-suicide and that there was a
flight engineer on board does not sway me in favor of foul play until I
am presented with evidence of foul play. We
know there was a last voice transmission that, from a pilot’s point of
view, was entirely normal. “Good night” is customary on a hand-off to a
new air traffic control. The “good night” also strongly indicates to me
that all was OK on the flight deck. Remember, there are many ways a
pilot can communicate distress. A hijack code or even transponder code
off by one digit would alert ATC that something was wrong. Every good
pilot knows keying an SOS over the mike always is an option. Even three
short clicks would raise an alert. So I conclude that at the point of
voice transmission all was perceived as well on the flight deck by the
pilots.
But things could have been in the process of going wrong, unknown to the pilots. Evidently
the ACARS went inoperative some time before. Disabling the ACARS is not
easy, as pointed out. This leads me to believe more in an electrical
problem or an electrical fire than a manual shutdown. I suggest the
pilots probably were not aware ACARS was not transmitting.
As
for the reports of altitude fluctuations, given that this was not
transponder-generated data but primary radar at maybe 200 miles, the
azimuth readings can be affected by a lot of atmospherics and I would
not have high confidence in this being totally reliable. But let’s
accept for a minute that the pilot may have ascended to 45,000 feet in a
last-ditch effort to quell a fire by seeking the lowest level of
oxygen. That is an acceptable scenario. At 45,000 feet, it would be
tough to keep this aircraft stable, as the flight envelope is very
narrow and loss of control in a stall is entirely possible. The aircraft
is at the top of its operational ceiling. The reported rapid rates of
descent could have been generated by a stall, followed by a recovery at
25,000 feet. The pilot may even have been diving to extinguish flames.
But going to 45,000 feet in a hijack scenario doesn’t make any good sense to me. Regarding
the additional flying time: On departing Kuala Lampur, Flight 370 would
have had fuel for Beijing and an alternate destination, probably
Shanghai, plus 45 minutes–say, 8 hours. Maybe more. He burned 20-25
percent in the first hour with takeoff and the climb to cruise. So when
the turn was made toward Langkawi, he would have had six hours or more
hours worth of fuel. This correlates nicely with the Inmarsat data pings
being received until fuel exhaustion.
Fire in an aircraft demands one thing: Get the machine on the ground as soon as possible. The
now known continued flight until time to fuel exhaustion only confirms
to me that the crew was incapacitated and the flight continued on deep
into the south Indian ocean. There
is no point speculating further until more evidence surfaces, but in
the meantime it serves no purpose to malign pilots who well may have
been in a struggle to save this aircraft from a fire or other serious
mechanical issue. Capt. Zaharie Ahmad Shah was a hero struggling with an
impossible situation trying to get that plane to Langkawi. There is no
doubt in my mind. That’s the reason for the turn and direct route. A
hijacking would not have made that deliberate left turn with a direct
heading for Langkawi. It probably would have weaved around a bit until
the hijackers decided where they were taking it.
Surprisingly,
none of the reporters, officials, or other pilots interviewed have
looked at this from the pilot’s viewpoint: If something went wrong,
where would he go? Thanks to Google Earth I spotted Langkawi in about 30
seconds, zoomed in and saw how long the runway was and I just
instinctively knew this pilot knew this airport. He had probably flown
there many times.
Fire
in an aircraft demands one thing: Get the machine on the ground as soon
as possible. There are two well-remembered experiences in my memory.
The Air Canada DC9 which landed, I believe, in Columbus, Ohio in the
1980s. That pilot delayed descent and bypassed several airports. He
didn’t instinctively know the closest airports. He got it on the ground
eventually, but lost 30-odd souls. The 1998 crash of Swissair DC-10 off
Nova Scotia was another example of heroic pilots. They were 15 minutes
out of Halifax but the fire overcame them and they had to ditch in the
ocean. They simply ran out of time. That fire incidentally started when
the aircraft was about an hour out of Kennedy. Guess what? The
transponders and communications were shut off as they pulled the busses.
Get
on Google Earth and type in Pulau Langkawi and then look at it in
relation to the radar track heading. Two plus two equals four. For me,
that is the simple explanation why it turned and headed in that
direction. Smart pilot. He just didn’t have the time.
Two plus Two=? :The Mystery behind the Missing Malaysian
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