Likely Theories about Missing Malaysian Plane
03-21-2014 | 01:25 PM
#41
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Pardon the thread drift, but you're not serious about this are you? I think you made it up.
03-21-2014 | 01:39 PM
#42
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6. INFLIGHT CONTINGENCIES.
a General. Not all contingencies can be covered in this Advisory Circular (AC), but the following procedures provide for cases such as inability to maintain FL due to weather, aircraft performance, and pressurization failure. They are useful when rapid descent, turn back, or both are required. The pilot's judgment determines the sequence of actions taken.
b. Basic Procedures. If an aircraft experiences navigational difficulties, it is essential that the pilot inform ATC as soon as possible so that the appropriate action can be taken to prevent conflict with other aircraft. If an aircraft is unable to continue flight according to ATC clearance, a revised clearance shall be obtained whenever possible before any action is taken. If prior clearance cannot be obtained, ATC clearance shall be obtained at the earliest possible time. In the interim, the aircraft shall broadcast its position and intentions, including the ATS route designator, on 121.5 MHz at suitable intervals until ATC clearance is received. In such circumstances, communication may also be accomplished on VHF with certain stations, such as ADAK approach on 134.1 MHz; Shemya Tower on 126.2 MHz; Anchorage Center on 118.5 MHz (Cold Bay); on 124.4 MHz at Dutch Harbor; on 127.8 MHz at St. Paul Island; and on 128.2 MHz at Shemya.
If unable to comply with these procedures, the aircraft should leave its assigned route by turning 90 degrees to the right or left whenever possible. The direction of the turn should be determined by the position of the aircraft relative to the route system. Aircraft operating on ATS Route R 220 under these circumstances should, if possible, avoid turning northward to leave the route because of the route's proximity to the boundary between Anchorage/Tokyo and the USSR (Russia) FIR. An aircraft that is able to maintain its assigned level should climb or descend 500 feet while acquiring and maintaining, in either direction, a track laterally separated from its assigned route by 20 NM. For subsequent level flight, a level should be selected that differs by 500 feet from those normally used.
a General. Not all contingencies can be covered in this Advisory Circular (AC), but the following procedures provide for cases such as inability to maintain FL due to weather, aircraft performance, and pressurization failure. They are useful when rapid descent, turn back, or both are required. The pilot's judgment determines the sequence of actions taken.
b. Basic Procedures. If an aircraft experiences navigational difficulties, it is essential that the pilot inform ATC as soon as possible so that the appropriate action can be taken to prevent conflict with other aircraft. If an aircraft is unable to continue flight according to ATC clearance, a revised clearance shall be obtained whenever possible before any action is taken. If prior clearance cannot be obtained, ATC clearance shall be obtained at the earliest possible time. In the interim, the aircraft shall broadcast its position and intentions, including the ATS route designator, on 121.5 MHz at suitable intervals until ATC clearance is received. In such circumstances, communication may also be accomplished on VHF with certain stations, such as ADAK approach on 134.1 MHz; Shemya Tower on 126.2 MHz; Anchorage Center on 118.5 MHz (Cold Bay); on 124.4 MHz at Dutch Harbor; on 127.8 MHz at St. Paul Island; and on 128.2 MHz at Shemya.
If unable to comply with these procedures, the aircraft should leave its assigned route by turning 90 degrees to the right or left whenever possible. The direction of the turn should be determined by the position of the aircraft relative to the route system. Aircraft operating on ATS Route R 220 under these circumstances should, if possible, avoid turning northward to leave the route because of the route's proximity to the boundary between Anchorage/Tokyo and the USSR (Russia) FIR. An aircraft that is able to maintain its assigned level should climb or descend 500 feet while acquiring and maintaining, in either direction, a track laterally separated from its assigned route by 20 NM. For subsequent level flight, a level should be selected that differs by 500 feet from those normally used.
03-21-2014 | 01:50 PM
#43
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Possible. It is also similarly plausible that the pilots were killed, whoever took over was neutralized, and they were left with no one who know anything about operating an aircraft and exhausted their gas in the process... or similar combinations. The possibilities are rather wide ranging at this point on what went on.
The captain who attended the trial of that jailed opposition leader, wants to bring worldwide attention to what is going on. He decides he's going to hijack his own plane, fly it to a destination that is politically neutral, and make his statements to the world from there, and possibly seek asylum. (This happened a few weeks ago, when the Co-Pilot of an African carrier hijacked his own plane, and flew to northern Europe.) He decides to act on his plan; He then turns off the transponder, reprograms the FMS, and hijacks the aircraft. However, the passengers, and probably the FO, disagree with him. To calm the people down, he tries to put them to sleep by raising the cabin altitude. The captain locks himself in the FD, and puts on his mask, and is breathing O2. Next, the Pax/FO try to retake the plane, and break back into the cockpit. A struggle ensues, and everyone passes out due to lack of oxygen. Eventually the cabin pressure continues up, everyone succumbs to lack of oxygen, and the plane continues to fly till the fuel runs out.
The Malaysian government tries to cover everything up because they don't want attention brought to their ongoing political turmoil.
03-21-2014 | 02:40 PM
#44
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And reported to who? Why would ATC hand off the airplane with such a radical change in flight plan? All this BS about knowing what was loaded in the FMS originated with a NYT reporter who claims inside info from unnamed law enforcement officials.
03-21-2014 | 04:49 PM
#45
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No, I don't fly international at all. Thanks for the information.
03-21-2014 | 04:51 PM
#46
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Well, geez... I don't know. I was simply trying to answer the question. I wasn't expecting the Spanish Inquisition!
03-21-2014 | 05:59 PM
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03-21-2014 | 08:17 PM
#48
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I don't buy it.
At least from what they've said, no mike clicks, no carrier (i.e., no voice), nothing. A captain with his experience wouldn't make a turn like that without squawking 7700 and calling a mayday.
03-21-2014 | 09:28 PM
#49
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If there was foul play in the cockpit, which is possible, what are the chances that two pilots would collaborate and fly for hours in a different direction?
In a scenario like that one would have had to incapacitate the other or any such incapacitation happened for other reasons.
This could maybe explain the "mumbling" (other pilot).
Then again a host of other reasons could have contributed to that.
In a scenario like that one would have had to incapacitate the other or any such incapacitation happened for other reasons.
This could maybe explain the "mumbling" (other pilot).
Then again a host of other reasons could have contributed to that.
03-21-2014 | 10:40 PM
#50
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Nonetheless, who would make and emergency turn like that without concurrently making a radio call? All it takes is pressing the mike and talking.
I don't buy it.
At least from what they've said, no mike clicks, no carrier (i.e., no voice), nothing. A captain with his experience wouldn't make a turn like that without squawking 7700 and calling a mayday.
I don't buy it.
At least from what they've said, no mike clicks, no carrier (i.e., no voice), nothing. A captain with his experience wouldn't make a turn like that without squawking 7700 and calling a mayday.
Did you know the Captain? What else wouldn't he do?
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