Citat:
Ursprungligen postat av
trickydick
Nu har jag sett Petters video och tycker det är rätt uppenbart att nån av piloterna, förmodligen kaptenen begick ett utökat självmord. Problemet med den teorin att då måste han ha oskadliggjort den andra piloten.
Hittade man inte nått konstigt i loggarna på kaptenens privata flygsimulator?
Gick inte Petter igenom det i sin eminenta video?
Man hittade raderade punkter från nyligen genomförda flygningar.
Det var inte en lång enda flygning men det var några moment, en utflygning genom malackasundet precis (ungefär iaff) som MH370 gjorde.
Det var även något flygmoment ute i området där MH370 försvann (södra indiska oceanen) där maskinen glidflög pga bränsletorsk.
De där punkterna man hittade var aktivt raderade ur spelet/simulatorn/datorn men FBI eller vem det nu var plockade fram dem ur datorn ändå (precis som vanligt finns spåren kvar).
8-10 år sedan jag var fullt påläst så någon detalj kan vara off i det ovan, men ungefär så.
Prova med att räkna ut sannolikheten för att någon på skoj först övar bränsletorsk över södra indiska oceanen med sitt dataspel hemma i en trippelsjua för att sedan råka få det på samma plats några veckor senare också då i en 777. Platsen är oändligt långt bort, precis som sannolikheten börjar närma sig oändligt låg för att det är en slump.
Ur australiens rapport (finns bilder med på ungefärlig rutt och den har ändå stora likheter med MH370.
Citat:
Pilot in Command’s flight simulator
Data from the Pilot-in-Command’s (PIC) home flight simulator was recovered and analysed in
March/April 2014. This information was provided to the ATSB on 19 April 2014, during the surface
search and was subsequently also analysed for relevance to the underwater search.
The simulator data was a partial reconstruction of a flight simulator session from 2 February 2014.
It comprised four complete and two partial data captures of various aircraft and simulator
parameters at discrete points during the simulation. The aircraft simulated was a B777-200LR.
Information on the data points is summarised below:
The initial data point indicated an aircraft at Kuala Lumpur airport.
No useful location or aircraft information apart from simulator time was able to be recovered for
the second data point.
The next two data points indicated an aircraft tracking to the northwest along the Strait of
Malacca.
The aircraft had climbed to an altitude of 40,000 ft by the fourth data point and was in a 20° left
bank, 4° nose down, on a heading of 255°
.
The final two data points were close together in the southern Indian Ocean, 820 NM southwest
of Cape Leeuwin. The data indicated that the simulated aircraft had exhausted its fuel. The fifth
data point was at an altitude of 37,651 ft, the aircraft was in an 11° right bank and heading
almost due south at 178°.
The data for the sixth data point was incomplete. It was 2.5 NM from the previous data point
and the aircraft right bank had reduced to 3°.The aircraft was pitched nose down 5° and was
on a heading of 193°. At this time there was also a user input of an altitude of 4,000 ft.
The aircraft track from the simulator data points is shown in Figure 74. The track shows the aircraft
flying up the Strait of Malacca before a left turn into the southern Indian Ocean. The aircraft then
tracks southeast to the fifth data point (assuming that there is no intermediate data point not
captured) to fuel exhaustion at the final point. By the last data point the aircraft had flown
approximately 4,200 NM. This was further than was possible with the fuel loaded on board the
aircraft for flight MH370. Similarly, the simulated aircraft track was not consistent with the aircraft
tracks modelled using the MH370 satellite communications metadata.
Six weeks before the accident flight the PIC had used his simulator to fly a route, initially similar to
part of the route flown by MH370 up the Strait of Malacca, with a left-hand turn and track into the
southern Indian Ocean. There were enough similarities to the flight path of MH370 for the ATSB to
carefully consider the possible implications for the underwater search area. These considerations
included the impact on the search area if the aircraft had been either glided after fuel exhaustion
or ditched under power prior to fuel exhaustion with active control of the aircraft from the cockpit.
