Precisely so the real question is why have malaysian Airlines not released maintenance records for 9M-MRO?

Was MH370 still fitted with low pressure oxygen hoses part numbers 57034-81220, 57034-81320, or 57034-91100?

Boeing Alert Service Bulletin 777-35A0027 Revision 1, dated April 19, 2012 requires replacement of low pressure oxygen hoses with non conductive low pressure hoses located in the flight deck within 18 months.

The original hose looks like this with an anti-kink spring embedded in the plastic.

http://i257.photobucket.com/albums/h...ps8fc22fa0.jpg

Boeing Tests of used hoses found that often at either end engineers had spliced hoses into couplings with severed spring wire able to connect electrically to the rest of the aircraft through the coupling itself. In cases where this happened the hose in effect became like an electric bar heater. Findings of tests indicated when exposed to 28VAC at 5amps and temperatures over 604-620 degrees F the hose would rupture.

Those conditions might not occur for months of normal operation but in the event of electrical shorting or surges the amperage would rise sharply along with the temperature of the hose.

The issue is if both pilots were already preoccupied with an electrical failure unaware of a fire at first and more intent on turning their heavily laden plane back to Singapore or wherever, then a new emergency develops, ie fire, so now they are immediately distracted by a new emergency...

And then as this cascades into a third emergency explosive decompression.

Suddenly the cockpit is a hurricane of escaping cabin air, papers flying everywhere, condensation mist, blow torch like flames, air evacuating from the lungs of pilots who have to force breath, temperature drops to minus 50, no oxygen in their masks which takes God knows how long to don... followed by confusion at not being able to get air and very, very quickly through the fog of their own confusion they become dizzy and faint and then the lights go out in the brains.

That is the reality.

I'm not sure what a "PPL people" is, but after posting the above speculation and conclusions as "the reality", you deserve to be trashed and thrashed.

In the event of an attack with a fire axe by one pilot on another i think the whole drama would be over in moments and you would find the aircraft dived into the South China Sea

http://i257.photobucket.com/albums/h...ps6f7a7248.jpg

This guy Fariq Abdul Hamid does not look like an extremist Muslim with terrorist tendencies, nor suicidal tendencies. He looks like a young guy with an impish smile and a healthy interest in attractive young women.

http://i257.photobucket.com/albums/h...psa1056fd0.jpg

Captain Zaharie Ahmad strikes me as a guy with a roguish smile and a dry sense of humour, perhaps a hassle at home with the missus and even a mistress calling him at the airport, that stuff happens in the real world, but certainly not a guy with the weight of the world on his shoulders.

Son defends pilot of Malaysia Airlines flight MH370

Sy,

I presume you know the rules of an Annex 13 investigation about documents and the release thereof. Hint: the docs are NOT public information until the IIC releases them, assuming we have an investigation, as yet we don't have an accident, just an overdue.


You can read minds from public picture, I'm impressed maybe the TSA should employ you.

GF

Sure so long as you address the facts and can debate the issues I don't care what you think of me.

The SB has been made into an AD note, AD 2012-13-05, dated August 16, 2002, with a 18 month "comply by" date, so the end of the normal compliance period would have been the end of February 2014, unless the operator had been granted an exception by their airworthiness authority. I don't have any real confidence the AD was complied with, they may have been holding it until a heavy maintenance check. Boeing should be keeping track of their operators' maintenance program with an on-site rep and should know. The only way to really tell is to (hopefully) examine the wreckage.

AD date is August 16, 2012, my typo.

Listen to your own words GF....known position

Just before contact was lost the transponder noted a course change which would have taken it to BIBAN within visual range of the oil rig and Incidentally 15 minutes after that last contact at 1:55 LT there was a small seismic event "not of seismic origin" detected by two Chinese seismological survey stations based in Malaysia. They identified the seismic event between IGARI and BIBAN.

People are suggesting that a fire couldn't have disabled the communications in the sequence in which we are being told they were and presume they did.

I've had two on board fires in aircraft. Both of them included the popping of circuit breakers on multiple panels disabling multiple items on different buses which made troubleshooting nearly impossible. One of them disabled lighting in the cockpit and instrument lighting at night and disabled two radios which I had been trying to use but never knew they weren't working. (thank you McD kapton wire flash overs)

Since the B777 has automatic fault detection and logic, a fire could have led to the automatic shutdown, shedding, or isolation of different electrical systems.

Anything is a possibility right now and until we get those boxes or salvage the airplane, we won't know.