Emirates B777-300 Flight EK521 Tailwind Shared in Accident

PRELIMINARY REPORT

As the flight neared Dubai, the crew received the automatic terminal information service (ATIS) Information Zulu, which included a windshear warning for all runways.

The Aircraft was configured for landing with the flaps set to 30, and approach speed selected of 152 knots (VREF + 5) indicated airspeed (IAS) The Aircraft was vectored for an area navigation (RNAV/GNSS) approach to runway 12L. Air traffic control cleared the flight to land, with the wind reported to be from 340 degrees at 11 knots, and to vacate the runway via taxiway Mike 9.
During the approach, at 0836:00, with the autothrottle system in SPEED mode, as the Aircraft descended through a radio altitude (RA) of 1,100 feet, at 152 knots IAS, the wind direction started to change from a headwind component of 8 knots to a tailwind component. The autopilot was disengaged at approximately 920 feet RA and the approach continued with the autothrottle connected. As the Aircraft descended through 700 feet RA at 0836:22, and at 154 knots IAS, it was subjected to a tailwind component which gradually increased to a maximum of 16 knots.
At 0837:07, 159 knots IAS, 35 feet RA, the PF started to flare the Aircraft. The autothrottle mode transitioned to IDLE and both thrust levers were moving towards the idle position. At 0837:12, 160 knots IAS, and 5 feet RA, five seconds before touchdown, the wind direction again started to change to a headwind.
As recorded by the Aircraft flight data recorder, the weight-on-wheels sensors indicated that the right main landing gear touched down at 0837:17, approximately 1,100 meters from the runway 12L threshold at 162 knots IAS, followed three seconds later by the left main landing gear. The nose landing gear remained in the air.
At 0837:19, the Aircraft runway awareness advisory system (RAAS) aural message “LONG LANDING, LONG LANDING” was annunciated.

At 0837:23, the Aircraft became airborne in an attempt to go-around and was subjected to a headwind component until impact. At 0837:27, the flap lever was moved to the 20 position. Two seconds later the landing gear lever was selected to the UP position. Subsequently, the landing gear unlocked and began to retract.
At 0837:28, the air traffic control tower issued a clearance to continue straight ahead and climb to 4,000 feet. The clearance was read back correctly.
The Aircraft reached a maximum height of approximately 85 feet RA at 134 knots IAS, with the landing gear in transit to the retracted position. The Aircraft then began to sink back onto the runway. Both crewmembers recalled seeing the IAS decreasing and the Copilot called out “Check speed.” At 0837:35, three seconds before impact with the runway, both thrust levers were moved from the idle position to full forward. The autothrottle transition from IDLE to THRUST mode. Approximately one second later, a ground proximity warning system (GPWS) aural warning of “DON’T SINK, DON’T SINK” was annunciated.
One second before impact, both engines started to respond to the thrust lever movement showing an increase in related parameters.
At 0837:38, the Aircraft aft fuselage impacted the runway abeam the November 7 intersection at 125 knots, with a nose-up pitch angle of 9.5 degrees, and at a rate of descent of 900 feet per minute. This was followed by the impact of the engines on the runway. The three landing gears were still in transit to the retracted position. As the Aircraft slid along the runway, the No.2 engine-pylon assembly separated from the right hand (RH) wing. From a runway camera recording, an intense fuel fed fire was observed to start in the area of the damaged No.2 engine-pylon wing attachment area. The Aircraft continued to slide along the runway on the lower fuselage, the outboard RH wing, and the No.1 engine. An incipient fire started on the underside of the No.1 engine.
The Aircraft came to rest adjacent to the Mike 13 taxiway at a magnetic heading of approximately 240 degrees. After the Aircraft came to rest, fire was emanating from the No. 2 engine, the damaged RH engine-pylon wing attachment area and from under the Aircraft fuselage. Approximately one minute after, the Commander transmitted a “MAYDAY” call and informed air traffic control that the Aircraft was being evacuated.

MH 370 - Audio Transcript

MH 370 – Audio File Will Be Posted Later

IT LIKELY HAS BEEN EDITED BEFORE HANDED OUT TO RELATIVES

Mayalsia Airlines Flight 370 cockpit (12:25:53): Delivery MAS 370 good morning.

Air traffic control (12:26:02): MAS 370 standby and Malaysia Six is cleared to Frankfurt via AGOSA alpha departure 6,000 feet squawk two one zero six.

ATC (12:26:19): ... MAS 370 request level.

MH370 at (12:26:21): MAS 370 we are ready requesting flight level three five zero to Beijing.

ATC(12:26:39): MAS 370 is cleared to Beijing via PIBOS a departure 6,000 feet squawk two one five seven.

Cockpit (12:26:45): Beijing PIBOS a 6,000 squawk two one five seven MAS 370 thank you.

ATC (12:26:53): MAS 370 welcome over to ground.

Cockpit (12:26:55): Good day.

"Lumpur Ground" (Kuala Lumpur airport ground movements)

Cockpit (12:27:27): Ground MAS370 good morning Charlie One requesting push and start.

ATC (12:27:34): MAS370 Lumpur Ground morning push back and start approved Runway 32 right exit via Sierra 4.

Cockpit (12:27:40): Push back and start approved 32 Right Exit via Sierra 4 POB 239 Mike Romeo Oscar.

ATC (12:27:45): Copied.

Cockpit (12:32:13): MAS377 request taxi.

ATC (12:32:26): MAS37..... (garbled) ... standard route. Hold short Bravo.

ATC (12:32:30): Ground, MAS370. You are unreadable. Say again.

ATC (12:32:38): MAS370 taxi to holding point Alfa 11 Runway 32 right via standard route. Hold short of Bravo.

Cockpit (12:32:42): Alfa 11 Standard route Hold short Bravo MAS370.

ATC (12:35:53): MAS 370 Tower.

ATC (12:36:19): (garbled) ... Tower ... (garbled).

Cockpit (no time given): 1188 MAS370 Thank you.

Lumpur Tower (Kuala Lumpur airport runway)

Cockpit (12:36:30): Tower MAS370 morning.

ATC (12:36:38): MAS370 good morning. Lumpur Tower. Holding point.. (garbled)..10 32 Right.

Cockpit (12:36:50): Alfa 10 MAS370.

ATC (12:38:43): 370 line up 32 Right Alfa 10.

Cockpit (no time given): Line up 32 Right Alfa 10 MAS370.

ATC (12:40:38): 370 32 Right cleared for take-off. Good night.

Cockpit (no time given): 32 Right cleared for take-off MAS370. Thank you bye.

Lumpur Approach (Kuala Lumpur area controllers)

Cockpit (12:42:05): Departure Malaysian Three Seven Zero.

ATC (12:42:10): Malaysian Three Seven Zero selamat pagi identified. Climb flight level one eight zero cancel SID turn right direct to IGARI.

Cockpit (12:42:48): Okay level one eight zero direct IGARI Malaysian one err Three Seven Zero.

ATC (12:42:52): Malaysian Three Seven Zero contact Lumpur Radar One Three Two Six good night.

Cockpit (no time given): Night one three two six Malaysian Three Seven Zero.

Lumpur Radar (Malaysia regional controllers)

Cockpit (12:46:51): Lumpur Control Malaysian Three Seven Zero.

ATC (12:46:51): Malaysian Three Seven Zero Lumpur radar good morning climb flight level two five zero.

Cockpit (12:46:54): Morning level two five zero Malaysian Three Seven Zero.

ATC (12:50:06): Malaysian Three Seven Zero climb flight level three five zero.

Cockpit (12:50:09): Flight level three five zero Malaysian Three Seven Zero.

Cockpit (01:01:14): Malaysian Three Seven Zero maintaining level three five zero.

ATC (01:01:19): Malaysian Three Seven Zero.

Cockpit (01:07:55): Malaysian...Three Seven Zero maintaining level three five zero.

ATC (01:08:00): Malaysian Three Seven Zero.

ATC (01:19:24): Malaysian Three Seven Zero contact Ho Chi Minh 120 decimal 9 Good night.

Cockpit (01:19:29): Good Night Malaysian Three Seven Zero.

Urgent Mobile Call Before Going Off Radar by MH370 Co-Pilot

 

 

THE co-pilot of missing Malaysia Airlines plane made a desperate call from his mobile phone moments before the jet went off the radar.	O co-piloto  do avião perdido da Malaysia Airlines fez um telefonema desesperado de seu telefone celular momentos antes do avião ter saído do radar.
The call was made as the jet was flying low near Penang island on Malaysia’s west coast, the morning it went missing.	A chamada foi feita quando o jato estava voando baixo perto da ilha de Penang na costa oeste da Malásia, na manhã que ele sumiu.
“The telco’s (telecommunications company’s) tower established the call that he was trying to make. On why the call was cut off, it was likely because the aircraft was fast moving away from the tower and had not come under the coverage of the next one,” the paper said, citing unnamed sources.	"A torre da Telco (empresa telefônica) estabeleceu a chamada que ele estava tentando fazer. Sobre por que a chamada foi cortada, isso foi provávelmente porque a aeronave estava se afastando rápido da torre e não tinha aproximado da cobertura da próxima [torre]", o documentol, disse, citando fontes anônimas.
It is unknown who he was trying to call as sources would not release more information.	É desconhecido quem ele estava tentando chamar assim como fontes não liberariam mais informações.
Investigators are still trying to work out what had happened moments before the Boeing 777 went off the radar.	Os investigadores ainda estão tentando descobrir o que tinha acontecido momentos antes do Boeing 777 sair do radar.
His last communication through WhatsApp was logged at 11.30pm on March 7, just before he boarded the jet for his six-hour flight to Beijing.	A última comunicação dele [co-piloto] através do WhatsApp foi registrada às 15:30 (UTC) em 7 de Março, pouco antes dele ter embarcado no jato para seu vôo de seis horas para Beijing.
What had happened moments before the Boeing 777-22ER twinjet went off the radar, some 200 nautical miles (320km) northwest of Penang on March 8.	O que tinha acontecido momentos antes da Boeing 777-22ER twinjet ter saido do radar, umas 200 milhas (320km) a Noroeste de Pinang em 8 de Março.
The NST was also told that checks on Fariq's phone history showed that the last person he spoke to was "one of his regular contacts (a number that frequently appears on his outgoing phone logs)".	O NST também contou que verificações no histórico do telefone de Fariq mostraram que a última pessoa que ele falou foi "um dos seus contactos regulares (um número que aparece com freqüência nos seus registros de chamdas feitas do telefone)".
This call was made no more than two hours before the flight took off at 12.41am from Kuala Lumpur International Airport (KLIA).	Esta chamada foi feita não mais de que duas horas antes do voo ter decolado às 00: 41 (UTC) do Aeroporto Internacional de Kuala Lumpur (WMKK).
A different set of sources close to the investigations told the NST that checks on Fariq's phone showed that connection to the phone had been "detached" before the plane took off.	Um conjunto diferente de fontes próximas às investigações contou ao NST que verificações no telefone de Fariq mostrou que ligação para o telefone tinha sido "desconectada" antes do avião ter decolado.
This is usually the result of the phone being switched off. At one point, however, when the airplane was airborne, between waypoint Igari and the spot near Penang (just before it went missing from radar), the line was 'reattached'.	Este é geralmente o resultado do telefone ter sido desligado. Em um ponto, no entanto, quando o avião estava no ar, entre o waypoint IGARI e a marca perto de Penang (exatamente antes dele ter desaparecido do radar), a linha foi 'reconectada'.
"A 'reattachment' does not necessarily mean that a call was made. It can also be the result of the phone being switched on again," the sources said.	"Uma 'reconexão' não significa necessariamente que uma chamada foi feita. Pode também ser o resultado do telefone ser ligado novamente", disseram as fontes.
Experts said it was possible for a mobile phone to be connected to a telecommunications tower at an altitude of 7,000 feet.	Especialistas disseram que era possível um telefone celular para ser conectado a uma antena de telecomunicações, em uma altitude de 7.000 pés.
The jetliner had dropped to as low as 5,000 feet after it made the turnback at waypoint Igari in the South China Sea before it crossed Peninsular Malaysia headed towards Penang.	O avião à jato tinha caído para tão baixo quanto 5000 pés depois que fez a curva no waypoint IGARI ao Sul do mar da China, antes dele ter cruzado a Peninsular da Malásia e aproado em direção a Pinang.
The team carrying out this probe is separate from the International Investigating Team (IIT), which comprises agencies with expertise in satellite communications and aircraft performance.	A equipe que está realizando esta sondagem é independente da Equipe Internacional de Investigação (IIT), que compreende agências com experiência em comunicações via satélite e o desempenho da aeronave.
The IIT is also represented by Inmarsat, Air Accidents Investigation Branch (AAIB) and Rolls-Royce from the United Kingdom, China's Civil Aviation Administration and Aircraft Accident Investigation Department (AAID), and from the United States, National Transportation and Safety Board (NTSB), Federal Aviation Administration (FAA), Federal Bureau Investigation and the Triple Seven's manufacturer, Boeing.	A IIT está também representada pela Inmarsat, Agência de Investigação de Acidentes Aéreos (AAIB) e Rolls-Royce do Reino Unido, o Departamento de Investigação  de Acidente de Aeronave e Administração de Aviação Civil da China (AAID), e dos Estados Unidos, a Agência Naconal de Segurança de Transporte (NTSB), a agência de Administração Federal de Aviação (FAA), a Agência Federal de Investigação (FBI) e o fabricante do Triplo Sete (B777), a Boeing.
Their movements were traced by the CCTVs right up to the time they showed up at gate C1, in the West Zone of the airport's Satellite Building, where the plane was parked.	Os movimentos deles [pilotos] foram rastreados direto pelos CCTVs até a hora que eles se apresentaram no Portão C1, na Zona Oeste do Terminal Satélite do aeroporto, onde o avião estava estacionado.
It was also learnt that while Fariq and chief stewardess Goh Sock Lay, 45, communicated via the WhatsApp messenger application at 11.30pm, pilot Captain Zaharie Ahmad Shah, 53, made his last contact through the application at 7.45pm, some five hours before flying off.	Isso foi também sabido que enquanto Fariq e a chefe de aeromoças, Goh Sock Lay, 45 anos, comunicou-se por meio do aplicativo messangeiro WhatsApp r às 15: 30 (UTC), o piloto comandante Zaharie Ahmad Shah, 53 anos, fez seu último contato através do aplicativo às 11: 45 (UTC), umas cinco horas antes de voar.

 



Running Out Of Time - Cockpit voice Recorder and Flight Data Recorder

 

The first signal was detected on Friday night while the second signal was picked up yesterday afternoon.	O primeiro sinal foi detectado na Sexta-feira (4) à noite, enquanto o segundo sinal foi pego ontem (5) à tarde.
The signal detected by the Ocean Shield was about 300 nautical miles from the signals picked up by the Chinese vessel.	O sinal detectado pelo Ocean Shield foi a cerca de 555 Km dos sinais captados pelo navio chinês.
The pulse was reportedly emitting pulses every second at 37.5kHz - the international standard beacon frequency for black boxes.	O pulso estava declaradamente emitindo pulsos a cada segundo em 37,5 kHz - a frequência de sinal padrão internacional para “caixas-pretas”.
Air Chief Marshal Houston said search authorities were “running out of time” to pick up signals from the black box recorder, with the 30-day battery life due to expire tomorrow.	Air Chief Marshal Houston disse que as autoridades de pesquisa estavam  "correndo contra o tempo" para captar os sinais do gravador caixa-preta, com a vida da bateria de 30 dias previsto expirar amanhã.
A SECOND signal that could be from the black box of missing flight MH370 has been detected 2km from the initial detection area.	Um segundo sinal que poderia ser da caixa preta do vôo desaparecido que MH370 foi detectado a 2 km da área de detecção inicial.
Australian vessel the Ocean Shield is also investigating an “acoustic noise” about 300 nautical miles from the signals picked up by the Chinese vessel.	O navio australiano o Ocean Shield também está investigando um "ruído acústico", a cerca de 555 Km dos sinais captadas pelo navio chinês.
HMS Echo and Australian vessel the Ocean Shield have been diverted to the area to assist in the search.	O HMS Echo e o navio australiano Ocean Shield foram desviados para a área para ajudar na busca.

Ocean Shield

HMS Echo

HMS Echo is expected to reach the area relatively quickly, but Ocean Shield is examining another “acoustic event” and will travel to the area once that had been fully investigated.	O HMS Echo é esperado alcaçar a área relativamente rápido, mas o Ocean Shield está examinando um outro “evento acústico" e viajará para a área, logo que [o evento] tenha sido totalmente investigado.
The fact there had been two detections in that location “provides some promise that requires a full investigation of the location.”	O fato de que tinha havido duas detecções naquela localização "fornece algumas promessas que requerem uma investigação completa do local."
It would be expected that a boat such as Haixun 01, which is thought to have a hull-mounted beacon-listening device, would initially pick up a signal and then lose it as it passed over the location. It would then retrace its steps to refine the location.	Seria esperado  que um barco como Haixun 01, o qual é pensado ter um dispositivo farol-de- escuta montado no casco, inicialmente captaria um sinal e depois o perderia quando ele passasse sobre o local. Ele depois retraçaria seus passos para refinar a localização.

 

 

 

MH370 U-Turn and Journalists' Lack of Aviation Knowledge

With no new information but a 24-hour news cycle to fill, reporters have made themselves the star of the story for the missing Malaysia Airlines passenger jet, written by ABC's Stephen McDonell.

Based on article by Chris Goodfellow about Malaysia Airlines Flight MH370.

He was a very experienced senior Captain with 18,000 hours.

“The left turn is the key here”, said Captain Chris Goodfellow.

It was an interesting approach, but journalists around the world have been stuck on a supposed “erroneous” abrupt turn to West.

No, definitely not, it wasn’t an erroneous or non-intentional turn towards West.

Following is the Ipsis Litteris procedure for diverting in case of Depressurization or Rapid Descent (from B777-200ER Flight Crew Operations Manual)

Loss of Pressurization
Turn 90 degrees perpendicular to track and commence an Emergency Descent
to FL140 / 14,000 feet or MEA (Minimum En-Route Altitude), whichever is higher. Declare an emergency and divert if necessary. Be aware of high terrain on many ETOPS routes, including Greenland, Iceland, Canada, Alaska, and Russia. Selection of the TERR button will enhance situational awareness in high terrain areas.

On FMC:
Select the desired option, and then:
DIVERT NOW Key (6R) ...........................................................................PRESS
EXEC Key ...............................................................................................PRESS
Check that the now modified route to the new destination changes to active
route (solid magenta line) on the ND. [Navigation Display]
Note: Using the aforementioned procedures diverts the aircraft to the
ALTERNATE AIRPORT – not – to a navigation facility. It is then
necessary to correct the route and arrival as required to comply with
subsequent ATC clearances, arrival, and approach considerations.

ALTERNATE AIRPORT - as shown on FMC (CDU screen).

It is very, very important to divert to ALTERNATE AIRPORT shown by FMC because the computer has already calculated what is the best airport option for landing the plane within the Actual Landing Weight.
It is very nice for flight crew since the normal flight is in progressing, the FMC is calculating the actual aircraft weight and pointing out (*)  the best runway on both left and right side of the flown route to land the plane in case of an emergency. It is a good help for that pilot's concern about 'where to land in case of emergency". The pilot only needs to press a button (LSK, or RSK) for selecting the best airport suggested on CDU screen. The best airport is the one with longest airstrip.

Pilot's mind is always thinking of "where to land in case of an emergency". That is the first concern in aviation course.

I believe something very unusual and dangerous has happened to the aircraft few minutes before 17:22 (UTC).

Palau Langkawi runway 03 threshold [06° 19' 33"N, 099° 43' 33"E] with 12500 feet long (3810 m) is the best option for landing a B777-200 on emergency procedure at night (within the Maximum Landing Weight range), for that plane had only flown 40 minutes after takeoff.

All landings must be on 03 runway threshold, in Palau Langkawi, it means the IFR flight approach procedure will be over sea as depicted below for aviation laymen in first image and for pilots in second one:

Supposing another problem has emerged as the aircraft approached to Palau Langkawi, that airport is opened for landings only between 2300 and 1500 UTC (07 and 23 Local Time).

It was about 17:45 UTC.

Radar Service at Palau Langkawi airport is available from 01:00 to 09:00 UTC (09:00 to 17:00 LT).
Malaysian Airlines Handling is available from 22:00 to 14:00 UTC (06:00 to 22:00 LT).
Approach Air Traffic Control Communications is available from 23:00 to 15:00 UTC (07:00 to 23:00 LT).
Operation beyond 15:00 UTC is required 8 hours prior to requesting for landing.

Depending on Chinese into English translation the phraseology published by The Telegraph journal is out of ICAO recommendation for radiotelephony communication in aviation.

Flight MH370's Radio Communications had been lost as soon as someone inside cockpit said farewell to Kuala Lumpur ATC:

"all right, good night".

Pilots should not say "all right" in any situation. 

To bid farewell, we are very used to repeat all radio frequency numbers provided by air traffic controller, on which we must call the next ATC controller as transferring communications between ATC's sectors, for example:

 "Roger, one, two, five, decimal, three, two, five, good night", or

 "Wilco, one, two, five, decimal, three, two, five, good night".

Roger, means “I have received all of your last transmission.”

Note:  Under no circumstances to be used in reply to a question requiring “READ BACK” or a direct answer in the affirmative (AFFIRM) or negative (NEGATIVE).

Wilco, means abbreviation for “will comply”. “I understand your message and will comply with it.”

In this supposed scenario the flight crew likely didn't get any contact with ATC, so it rested to flight crew to continue the flight heading to VAMPI airway fix.

It is very clear who was the decision maker (on flight deck, or outside, or on the ground) for aircraft destination very likely didn't want to return to Kuala Lumpur airport, so he/she decided to try to land in Port Blair airport in Andaman Islands, in which the runway is 10,600 feet long, so the aircraft took the airway to Andaman Islands.

News about the plane has climbed up to 45000 feet (Service Ceiling for this aircraft is 43100 feet) for 5 minutes it does not characterize an attempting to kill all passengers due to Oxygen  supply failure to passenger's oxygen masks. It's true a pilot can block manually oxygen flow to passenger's masks as in sort of emergency.
If the flight crew really descended to 5000 feet trying to keep the plane from military radars signals, fuel consumption would increase from 13000 pounds per hour (at flight level 35000 feet, cruise altitude) to 20000 pounds (at 5000 feet) above sea level. In that situation the plane would reach only 800 nautical miles after Palau Langkawi airport in direction to Port Blair airport.
  

If a flight is observed by radar or otherwise determined to be 25NM or more off its cleared track (20NM in the Caribbean and the Pacific), ICAO rules require that ATC initiate a “Gross Navigation Error Report.” ATC will advise the flight crew that a gross navigation error report is to be made. The pilot will be asked for his comments concerning the situation. ATC includes these comments in the report. The Captain and the FAA are required to respond to this report.

It isn’t conceived there would be fire on board and the plane continued flying for 7.5 hours.

It is reasonable thinking of someone among passengers (went on board or not) had participation on these events linked to someone on ground.