In part 2 of my 12th anniversary series "Imagining the Impossible," we interrogate Inmarsat's certainty that their data couldn't have been tampered with
Is there anything that we can learn from SA295 Helderberg recovery operation that could assist the MH370 search?
A comparison of debris recovery would make a good starting point for it seems to me that there is a paucity of debris from MH370. which may indicate searches being conducted in the wrong areas.
Additionally, we know the locations of SA295 and Air France 447 remnants on the sea floor. These could provide useful in testing location methods to be used in the search for MH370.
I'm assuming that metal debris will return unique sonar signals and therefore indicate unnatural seafloor debris in a seabed search. The current search efforts are proving to be fruitless which is possibly indicating that the searches are taking place in the wrong areas. If possible, consideration should be given to more generalised sonar detection methods (should these exist) so that the search areas can be widened out in a more cost effective way.
You know, I haven't studied the Helderberg crash, it would make for an interesting comparison -- of course the technology was much less sophisticated at the time, yet they still managed to find and retrieve the wreckage.
Worth noting that both that aircraft and AF447 were transmitting radio signals in the normal way that they were designed to do, and crashed as the result of an accident; MH370 was hijacked by someone who seemed intent on deception, and tampered with the electrical system and left it in a highly unusual state. As a result there was a lot more ambiguity as to where exactly it went, even as the question of whether it really went into the ocean at all.
It also seems that the sdu being turned off and on indicates sabotage. Someone must have had a reason for doing that or the sdu power was on a bus that shut down other systems. When the sdu comes back it is missing flight identifier info which indicates some change to the system. I still think you need to consider the security of all possible points of data manipulation, including a hack of Inmarsat data.
Yes, I agree completely, the reboot of the SDU is deeply strange and suspicious. A lot of people have spent a lot of time trying to imagine a situation in which a suicidal pilot would isolate the left AC bus in order to accomplish something, and it so doing turned off the SDU as well. IMO none of them make any sense. As far as considering all possible points of data manipulation, I'm all ears, but unfortunately no one has come up with a description of such a scenario.
Interesting that the 629 is involved in the investigation. The 629 uses set timing intervals for each device on the bus. Flight has priority. Talking to a satellite is low on the list. Might affect the signal speed through the system.
Yes, it's the main digital data bus on the modern Boeing aircraft. I was manager over the FETS system that used the bus to control the inputs to the cockpit so the pilots could check the system operations realtime on the airplane itself. This system proved to be more accurate than the iron bird used for initial testing. The 629 uses a timing table to allow access to the bus. Every unit on the system is assigned a time to jump on. Flight gets early times other systems get later times. This is so units don't trip over each other.
Is there anything that we can learn from SA295 Helderberg recovery operation that could assist the MH370 search?
A comparison of debris recovery would make a good starting point for it seems to me that there is a paucity of debris from MH370. which may indicate searches being conducted in the wrong areas.
Additionally, we know the locations of SA295 and Air France 447 remnants on the sea floor. These could provide useful in testing location methods to be used in the search for MH370.
I'm assuming that metal debris will return unique sonar signals and therefore indicate unnatural seafloor debris in a seabed search. The current search efforts are proving to be fruitless which is possibly indicating that the searches are taking place in the wrong areas. If possible, consideration should be given to more generalised sonar detection methods (should these exist) so that the search areas can be widened out in a more cost effective way.
You know, I haven't studied the Helderberg crash, it would make for an interesting comparison -- of course the technology was much less sophisticated at the time, yet they still managed to find and retrieve the wreckage.
Worth noting that both that aircraft and AF447 were transmitting radio signals in the normal way that they were designed to do, and crashed as the result of an accident; MH370 was hijacked by someone who seemed intent on deception, and tampered with the electrical system and left it in a highly unusual state. As a result there was a lot more ambiguity as to where exactly it went, even as the question of whether it really went into the ocean at all.
I may be the only person able to determine the location of the plane crash…
I have the ability and skill, but my voice will not reach them unless they have the ability to meet
Unless they have the ability to meet what?
It also seems that the sdu being turned off and on indicates sabotage. Someone must have had a reason for doing that or the sdu power was on a bus that shut down other systems. When the sdu comes back it is missing flight identifier info which indicates some change to the system. I still think you need to consider the security of all possible points of data manipulation, including a hack of Inmarsat data.
Yes, I agree completely, the reboot of the SDU is deeply strange and suspicious. A lot of people have spent a lot of time trying to imagine a situation in which a suicidal pilot would isolate the left AC bus in order to accomplish something, and it so doing turned off the SDU as well. IMO none of them make any sense. As far as considering all possible points of data manipulation, I'm all ears, but unfortunately no one has come up with a description of such a scenario.
Interesting that the 629 is involved in the investigation. The 629 uses set timing intervals for each device on the bus. Flight has priority. Talking to a satellite is low on the list. Might affect the signal speed through the system.
That's interesting. So you're familiar with the ARINC 629?
Yes, it's the main digital data bus on the modern Boeing aircraft. I was manager over the FETS system that used the bus to control the inputs to the cockpit so the pilots could check the system operations realtime on the airplane itself. This system proved to be more accurate than the iron bird used for initial testing. The 629 uses a timing table to allow access to the bus. Every unit on the system is assigned a time to jump on. Flight gets early times other systems get later times. This is so units don't trip over each other.
Just sent you an email... we should discuss!