| Forum Home | ||||
| PC World Chat | ||||
| Thread ID: 142416 | 2016-06-30 23:30:00 | First Data from Egypt Air MS804 Crash | Billy T (70) | PC World Chat |
| Post ID | Timestamp | Content | User | ||
| 1422540 | 2016-06-30 23:30:00 | Data retrieved from the damaged flight data recorder of ill-fated EgyptAir Flight MS804 has confirmed there was a fire on board moments before the crash but experts say a technical fault is likelier than a terrorist attack. The flight data and cockpit voice recorders were recovered from the Mediterranean Sea in mid-June following a frantic search operation. Both of the black boxes, found 4,000m below the sea surface, were badly damaged. Experts at French aviation accidents investigation bureau BEA managed to download the data from the damaged memory chips and submitted them to Egypian authorities for further analysis. It has been revealed that the data obtained from the flight data recorder was consistent with messages from the Aircraft Communications Addressing and Reporting System (ACARS), which transmits basic information in real time via a satellite link. "Recorded data is showing consistency with ACARS messages of lavatory and avionics smoke," Egypt's Aircraft Accident Investigation Committee said in a statement. "Preliminary information shows that the entire flight is recorded on the FDR since its take-off from Charles de Gaulle airport until the recording stopped at an altitude of 37,000 feet where the accident occurred." Recovered wreckage from the jet's front section also showed signs of high temperature damage and soot, the committee said. Although no cause of the accident has been ruled out, some industry insiders said a technical failure is a likelier scenario than a terrorist attack or sabotage. The investigators will now perform more depth analysis of the wreckage as well as the flight data recorder information. Recordings from the cockpit voice recorder have not yet been accessed. These recordings should reveal what was going on in the cockpit in the final minutes before the disaster and perhaps offer other clues, such as unusual noise from the plane’s engines. Source: FlightAware Aviation News. Cheers Billy 8-{) |
Billy T (70) | ||
| 1422541 | 2016-07-01 01:32:00 | Could the cause be the Lithium Ion Battery pack they were having trouble with last year in these type of planes. www.google.co.nz |
zqwerty (97) | ||
| 1422542 | 2016-07-01 01:49:00 | It was almost doomed to start with, lack of finding the real fault. Apparently it had made 3 emergency landings the day before the crash. Hmmmmmmmm egyptair-s-a320-made-3-emergency-landings-preceding-ms804-crash-french-media/ (www.euronews.com) |
wainuitech (129) | ||
| 1422543 | 2016-07-15 01:06:00 | Update: Pilots tried to extinguish a fire on board the EgyptAir flight MS804 that crashed into the Mediterranean Sea on 19 May, Egyptian investigators said last Tuesday after analyzing a recovered cockpit voice recorder. The recordings were consistent with data previously recovered from the plane’s wreckage that showed heat, fire, and smoke around a bathroom and the avionics area, they said, speaking on condition of anonymity because an official press statement has yet to be released. The crash of the flight from Paris to Cairo killed all 66 people on board. The pilots made no distress call, and no militant group has claimed to have brought the aircraft down, deepening the mystery surrounding its fate. The Egyptian investigators say no theories — including terrorism — are being ruled out, especially since it is rare for such a catastrophic fire to break out so suddenly. EgyptAir Flight 804 disappeared from radar about 2:45 a.m. local time on May 19 between the Greek island of Crete and the Egyptian coast. Radar data showed the aircraft had been cruising normally in clear skies before it turned 90 degrees left, then a full 360 degrees to the right as it plummeted from 38,000 feet (11,582 meters) to 15,000 feet (4,572 meters). It disappeared when it was at an altitude of about 10,000 feet (3,048 meters). Deep ocean search teams have been recovering human remains and bringing them to Egypt’s port city of Alexandria. French authorities opened a manslaughter inquiry late last month, but said there is no evidence so far to link the crash to terrorism. Source: Aviation News It is sounding very much like lithium battery meltdown to me, they are very hard to extinguish. Time will tell................. Billy 8-{) |
Billy T (70) | ||
| 1422544 | 2016-07-15 08:14:00 | Smoking in the toilets? How many school dunnies were lost to this pernicious evil? ;) |
R2x1 (4628) | ||
| 1422545 | 2016-07-15 13:03:00 | Ever witnessed what happens when lightning hits composite material? Millions of tiny little pieces. Do you ever believe that Airbus will admit to that? |
Zippity (58) | ||
| 1422546 | 2016-07-16 00:00:00 | Air New Zealand Dreamliner reports burning smell on approach to Auckland Airport www.nzherald.co.nz |
zqwerty (97) | ||
| 1422547 | 2016-07-16 00:31:00 | Ever witnessed what happens when lightning hits composite material? Millions of tiny little pieces. Do you ever believe that Airbus will admit to that? Here's a non-technical explanation from an airline pilot, worth reading by any layman or factually challenged person who posts questionable opinions on the safety of composite materials in aviation ... Lightning strikes are generally quite harmless to airplanes. Even if there is a direct strike, it would not penetrate the cabin; affect the engines or the fuel tanks. When an airplane is struck by lightning, the electrical charges simply travel the length of the aircraft and exit harmlessly through the antenna-like rods at the trailing edges of the flaps or, tail of a plane. The strike, however, may cause some burn marks on the fuselage skin at the point of impact. The pilot would normally be aware of such a strike and report this incident to the engineers after landing for further inspection and rectification if necessary. However, with more composite materials being used in planes such as the Airbus A350 and Boeing 787, questions such as yours are increasingly being raised as to how they would take lightning strikes as opposed to the conventional aluminium frames as used in non composite planes. Researchers found that aluminium behaves better than composite materials. This is because aluminium is a good conductor of electricity and any powerful strikes were quickly dissipated. Experiments showed that when lightning struck the carbon composite, it didn’t perform as well. This is because carbon-composite materials have far higher electrical resistance than aluminium. It is the same property which causes electric heaters and light bulbs to become hot when electricity is applied. It will be the integrity of this material which keeps all such aircraft flying. Engineers proposed several ways of protecting the composites, such as having a layer of metal mesh or thin foil on the top, but this increases the overall weight and means that both the coating and the composite get damaged during rectification. This would make the repair procedure even more complicated on such planes. Dexmet has come up with a lightning strike protection for composites with this ‘butt splice application’ to resist damage to the aircraft skin. Meanwhile, the latest Airbus A350 has just completed the lightning strike tests. Airbus developed a solution where “metallic foils are embedded in the aircraft’s composite panels – increasing the electrical conductivity and protecting harnesses with metallic conduits.” According to the Boeing 787 website, the entire fuselage, including the skin, formers, and stringers, and the wing of the 787 are made of composites. Their solution – using a wire mesh laminated into the composite parts to provide conductivity so as to dissipate electricity better. |
WalOne (4202) | ||
| 1422548 | 2016-07-16 02:52:00 | Wait and see :( | Zippity (58) | ||
| 1422549 | 2016-07-16 04:34:00 | It is odd that none of this information seems to have reached broader circulation.:confused: Re composites: as I understand it, and per Wal's post, the level of current through an aircraft's structure is significantly lower than that of an 'air to ground' strike, and as explained for aluminium skinned aircraft, the aircraft assumes a high voltage charge WRT ground but bleeds it off at a rate significantly lower than an air-to-ground strike. The same process takes place for composites, but it is not beyond possibility that the plane hit a real doozy of an electrical storm (which may have added to their aircraft's unresolved issues). Electrical current can only flow where there exists a conductive path, and strikes to ground require a 'feeler' to go up to create that path (ionised air) then the main discharge takes place down that path, ergo people feeling the effects of a static charge (hair standing on end) before a lightning strike takes place, at which time it is a good idea to drop flat to the ground if there is nothing taller then you in the surrounding environment. There have been posted some images on the web of feelers going up prior to a strike during terrestrial storms, and I think I've seen images of wingtip discharges posted as well. Cheers Billy 8-{) |
Billy T (70) | ||
| 1 2 | |||||