MH 370
Please note that this information was documented on the first day of April, 2014 and the information from Flight Aware was extrapolated within two hours of the first notification of the incident on May 8, 2014.
Here’s some information that might be of interest regarding a possible scenario.
2:29 4
Samuel Allen
Apr 1, 2014 • ©
Regarding Malaysia flight 370 the so called experts seem to be missing some crucial information that I picked up on from Flight Aware. The plane was traveling at a ground speed at one point 513 knots (588 mph) at an altitude of 39000 feet. Having flown this aircraft many times on Microsoft Flight Simulator, at that altitude and speed would have placed it in over-stressed condition and kicked me out of the flight. The over-speed condition may have been a failure of the pilots to reset the auto-throttle control after climbing from 35000 to 39000 feet. Since there are no experts who have ever survived an over-stressed condition in a 777 at 39000 feet, I am going to present a scenario that may be more in line with what really occurred.
I imagine that once the pilots got the over-speed warning in the cockpit they attempted to slow the aircraft, but because of its speed, the over-stressing of the aircraft had already occurred along the weakest part of the airplane, the top of the fuselage. Ripping off the top of the fuselage at 588 mph at 39000 feet would have meant instantaneous death for all on board. This may account for the loss of communication and transponder immediately. Before he died, the pilot did one of the most heroic acts any pilot could ever perform. Knowing that he was dying, he had the guts to turn the plane off course and prevent it from continuing on to Beijing. Can you imagine how many more people would have perished if that plane had crashed into Beijing. Just another point of view.
Sam Allen
Update 6/17/2022
After looking at the Aloha Airlines fight 243 cabin failure, makes me wonder if this type of cabin failure occurred with MH 370. (Watch this video of how this catastrophe occurred)
This surely would have left a debris field below the area of last communication. What they should have been searching for is any parts or pieces of the fuselage, internal components and/or ejected debris from inside the cabin in the vicinity of the incident. Laptops, cell phones, carry on luggage, etc. It would not have been the entire aircraft since the superstructure and operating systems remained intact. At 39,000 feet the debris would have been spread over a large area, probably northwest of the last known reporting point. Falling from that height at initial speed of 513 knots and rotation of the earth, investigators would would have needed to compile a possible debris area and search for any pieces of the planes interior and exterior components. I don’t know if this was ever done, but if any small piece of that plane were found, it would explain this scenario. The deep sea surveillance being conducted off of Australia should include the South China Sea for a possible debris area. Additionally, if the cabin were breached like the Aloha plane, the ambient temperature would have dropped immediately to -40 to -70 degrees Fahrenheit (Between 9,000 and 12,000 metres (30,000 and 40,000 feet), the cruising altitude of most jet aircraft, air temperatures range from −40 to −70 °F (−40 to −57 °C). Modern aircraft have sealed cabins and heaters to protect pilots, communication equipment and passengers from wind blasts and cold air) and whether the radios operating at normal temperature could handle that temperature drop and would continue to operate is up for questions. The wind chill factor at that altitude and airspeed would have immediately dropped the temperature to more than -130°F, so if the communication systems couldn’t handle that temperature drop, it would explain why all communication ceased. The FAA was warned by Boeing about the possibility of structural damage as a result of rusted areas around the 777 antennas in this report:
https://www.express.co.uk/news/world/1117361/mh370-news-boeing-777-cracks-fuselage-warning-two-days-
WHAT WOULD THIS STRUCTURAL FAILURE LOOK LIKE AT 39,000 FOOT ALTITUDE, TRAVELING AT 518 KNOTS
The radios had power backup but would they operate at the negative temperature incurred at 39,000 feet and could the 20 minute holding pattern of the “whisper” (WSPR) response have occurred when the plane descended to warmer heights and the autopilot woke up and instruments took over as a pilotless aircraft?
What was the temperature operating range for the transponders and autopilot? Being it was nighttime during the winter months, the temperature at 39,000 feet would probably have been closer to the -70 degrees Fahrenheit, so if the cabin were breached like the Aloha aircraft the temperature drop would have been immediate. Could the radios and batteries survive the temperature swing between operating temperature and ambient altitude temperature? At 513 knots (588 MPH) would the wind chill factor have driven the temperature to a much lower extreme? Using the -40 degrees as a reference, at the speed the plane was traveling at the time of the incident the chill factor would have driven the coldness factor to -136 degrees Fahrenheit instantaneously.
COULD THE ELECTRONICS BAY HANDLE AN IMMEDIATE TEMPERATURE DROP FROM NORMAL OPERATING TEMPERATURE TO -136 DEGREES
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