derry

I think if they go down to the Conference they don't qualify for any remaining parachute payments.

Whilst a team from the airline is the appropriate contact with the passengers, they would have no part in the investigation other than give access to the investigators to company records and personnel.

In the flight deck is standard Boeing, there may be another one down the back. Activating the SARBE emergency beacon was an option if fitted. Ours were in overhead bins front/back.

I would think Mobile phone reception would be impossible for most of that flight.

That would be impossible. The Malaysian cabin crew looked after the pilots really well. If they were locked out of the flight deck they would have been very concerned.

Q1 were they dead or alive. If the aircraft was depressurised, easily done, those not on oxygen would not survive. Only the pilot oxygen would last. The pilot would have to be mad to do that. If alive, as long as the airshow was off nobody in the cabin would know where they were. I've flown with Malaysian cabin crew, they are excellent but very deferential to the pilots especially the captain. However I can't see how the other pilot could be incapacitated without the cabin staff finding out unless he was involved. It doesn't stack up too well.

If it was VHF radio - on tape unless switched off/wiped. Presumably HF the same. Satellite phone a possibility but accessible. I can't see how it could be kept secret.

Or as some have said that they would have problems if the GPS content came out. Sounds like a neat solution.

It sounds as though Inmarsat were able to work out to the AAIB's satisfaction the aircraft route. It sounds that West Stand wasn't misled and there was more information in the ACARS pings than originally supposed.

There is a time to play and a time to put in row ZZ. The time to put it in row ZZ is any time there is no immediate and unmarked support. I don't completely blame Lovren, he should have played safety first. Clyne messed up for the first and for the winner Fonte headed the ball straight out and the touch on opened up the shot. Heading away from the centre is less dangerous. Against Norwich it was the exchange of return passes with JWP that caused Fonte to play without looking and led to the first. It is a weakness that has cost us matches. The very best sides have no problem in putting their foot through the ball when necessary.

I know how you feel. My old newfoundland is 12 next month, his back legs are giving out and he has good and bad days. At least six times in the last couple of weeks we went to bed thinking we would have to get the vet in the next day to put him to sleep but including this morning he was up and moving. I'm not looking forward to his final day.

The SSR wouldn't be able to track the aircraft with the transponder off, it would have required a primary radar to spot it. I still think it wasn't spotted because it was the middle of the night, complacency, incompetence or both on the part of the controllers if they were even awake. Now I bet nobody is willing to admit they had the chance to spot it but didn't

Yes and no. I would think the damage could be wide reaching, incapacitate the pilots etc, however the turn back heading for 1 hour 20 minutes then a course change doesn't add up.

Somewhere I've seen something about Al Quaeda manufactured shoe bombs to be used to blow open the flight deck door. That doesn't add up because of the heading change over an hour later. Nothing seems to make sense. Especially as Malaysia is a Muslim country.

Because of the above, you may well find he won't bother posting again

The heading change towards Langkawi is understandable but somebody then had to make another heading change off NW Malaysia to take it towards the WA search area. That for me is the mystery.

Which is my last sentence. However based on how often we practiced depressurisations and emergency descents I don't understand how the pilots could get it wrong. Unless one of them disabled the oxygen. As for the PS a/c, my pal flew on it a couple of weeks before, the oxy masks were never pointed out and sounded really sloppy.

It wouldn't have been shot down if the West Australian search area is valid. If the area is correct it probably ran out of fuel and crashed. If so was anyone on board even alive?

I get the feeling the truth is not the primary concern. Initially the search was in the SCS. Then surprise, surprise it's switched to the Malacca Strait after a last radar fix. (Who pointed the Malaysians in that direction) Then the Andamans. The Inmarsat arcs. The US points the Australians W of Perth with Satellite photo on 16th, the Chinese photo of same on 17th announced today. It would be fair to assume that the a/c has crashed with no survivors. In that case if any agency or agencies know that, there is no humanitarian reasons to compromise their sources/abilities. So data drip fed to move towards a solution. Just a thought.

Just a thought, presumably the 0107 ACARS upload indicated the second waypoint was eg Langkawi 12 minutes before the transponder went off at 0119. If one of the pilots as a check had entered Langkawi to check track/distance/time for whatever reason at the time of the upload then joined up the original route after the upload the turn may not have been pre programmed.

I don't have much faith in the local military especially in the middle of the night. If the military had an unidentified target not talking, fighters should have been scrambled. I would hazard a guess that the radar was on but the operator had his head down and after the aircraft went missing somebody checked the radar recording. Just a thought.

The route change would have no relevance. The autopilot would almost certainly be engaged and provided the lateral navigation mode L Nav was engaged the entered route would be followed. If the aircraft flight path was erratic the autopilot would almost certainly be disengaged. The max altitude of 43500 was allegedly exceeded up to 45000. I don't think an aircraft with 227 pax plus freight and 7 hours fuel could fly at 43000 let alone 45000 without the wing stalling. Maybe empty but not with that load. The autopilot probably couldn't cope there. Unless the Flight Data Recorder is recovered we'll never know. The voice recorder will be useless unless stopped close to the turn as only the last thirty minutes is recorded,

We used ARINC to make radio phone calls on VHF or HF.

The boundary would be in the route, the next point would be the new waypoint followed by a discontinuity until the next waypoint is connected. Which waypoint was it, Langkawi? After that either another route would need to be built up or the aircraft flown on headings. A lot about the reported flight path and altitudes just don't stack up.

As you first said and then edited, he didn't say he was told by somebody at Inmarsat. He wouldn't name his contact. It was me who said that I would bet it was somebody from Inmarsat. Otherwise connected to. The post is self explanatory. The Malaysian minister did admit they were given information they couldn't divulge for security reasons and that some information was not made available for the same reasons.