Malaysia Airlines Flight 370 piece found?

Fearless Tower said:
Yes, and you can see some of it in the photos. Just nothing near what I would expect to see after a year in the ocean which is why I think that piece washed up a long time ago and they just now found it.
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That's what I was getting at- I agree with your assessment.

I remember from biology that those nice, clear, tropical waters aren't really very productive compared to the cloudy water in the temperate areas- that cloudiness is caused in part by various microorganisms that start the food chain. Depending on the amount of time that part spent in tropical water, there may be little that did grow in it too.

I'm no expert in marine biology so I don't know the difference in productivity in tropical vs. temperate water that the part may have drifted within.
 
Henning said:
It's epoxy with I don't know what kind of paint/uv protection. Hard to call without some testing.
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I'm pretty sure it doesn't have anti-fouling paint that a marine vessel would have to keep stuff from growing on it.
 
Cap'n Jack said:
I'm pretty sure it doesn't have anti-fouling paint that a marine vessel would have to keep stuff from growing on it.
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The paint or lay up may very well have copper, what most marine anti fouling uses, as part of the sunlight or even lightning protection package. I just don't know, but I sure as hell see barnacles on it, so it's about as effective as bottom paint.:lol:
 
All I know is that I have been getting a real good laugh at hearing the spinning heads describe a panel identification number as both a part number and a serial number. Then they show on their graphic the left wing flaperon when the one that was found is off the right wing. The number in question 657BB is a panel number. Panels are numbered by a zonal system. Zone 600 is the right wing. In the case of the 777, Zone 657 is the RH Flaperon. The first B typically stands for Bottom and the second B indicates it is the second panel in sequence in that zone.

Also the graphic where the French pilot was comparing the drawing with the piece that was found was actually comparing the drawing of the inboard end of the LH flaperon with the outboard end of the actual RH flaperon. At least that is what it appears to me to be as the zone number on the panels in the drawing are 557 which would be the left flaperon.

Lessons to be learned? Don't believe the media or French pilots.
 
Henning said:
The paint or lay up may very well have copper, what most marine anti fouling uses, as part of the sunlight or even lightning protection package. I just don't know, but I sure as hell see barnacles on it, so it's about as effective as bottom paint.:lol:
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Copper isn't used to protect against UV; there are organic compounds added for that. They both absorb UV light and inhibit the chemistry from UV light. Copper ions aren't particularly soluble in the solvents or monomers used for composite. You wouldn't want copper near aluminum either, depending on how the copper is formulated..

I saw something that appeared to grow on it, but not 500-days-at-sea growth, unless, as I mentioned earlier, there isn't a lot in those waters that attaches to solid surface.

BTW...buy a more expensive bottom paint. The cheap stuff only has about 25% cupric oxide. A higher concentration works better.
 
Cap'n Jack said:
Copper isn't used to protect against UV; there are organic compounds added for that. They both absorb UV light and inhibit the chemistry from UV light. Copper ions aren't particularly soluble in the solvents or monomers used for composite. You wouldn't want copper near aluminum either, depending on how the copper is formulated..

I saw something that appeared to grow on it, but not 500-days-at-sea growth, unless, as I mentioned earlier, there isn't a lot in those waters that attaches to solid surface.

BTW...buy a more expensive bottom paint. The cheap stuff only has about 25% cupric oxide. A higher concentration works better.
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Plasma spray a steel hull with 90/10 copper nickel and you never need to paint, and you prevent rust. Some people are even plasma spraying composites in other applications.
 
Henning said:
Plasma spray a steel hull with 90/10 copper nickel and you never need to paint, and you prevent rust. Some people are even plasma spraying composites in other applications.
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Are you saying that was done to this part?
 
A friend who flew the 777ER is convinced the 5500 (!) lbs of lithium batteries in bay one were involved. Quick summary of his theory: Lithium fire kills the transponder as it burns into the E&E compartment under the forward part of 1st Class and also starts to attack the E&E frame. Pilots divert immediately (the hard left) to Panang because terrain is lowest to it compared to other options that can handle a 777. First officer's cell phone also pinged a cell site there. Aircraft trimmed but crippled and crew incapacitated or dead flew for roughly six hours (Inmarsat telemetry hits) and most of it burnt on the way to the surface. That's his idea anyway.

Hell if I know. Just passing it along.
 
denverpilot said:
A friend who flew the 777ER is convinced the 5500 (!) lbs of lithium batteries in bay one were involved. Quick summary of his theory: Lithium fire kills the transponder as it burns into the E&E compartment under the forward part of 1st Class and also starts to attack the E&E frame. Pilots divert immediately (the hard left) to Panang because terrain is lowest to it compared to other options that can handle a 777. First officer's cell phone also pinged a cell site there. Aircraft trimmed but crippled and crew incapacitated or dead flew for roughly six hours (Inmarsat telemetry hits) and most of it burnt on the way to the surface. That's his idea anyway.

Hell if I know. Just passing it along.
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Interesting, but I don't see how it could fly through a lithium fire for 6 hours, especially with 5500lbs of lithium fuel.:dunno:
 
teejayevans said:
They made 2 turns, a second turn at Panang to the NW
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Extending the theory of Denverpilot's friend to account for those turns:

Somehow surviving passengers tried to control the flight of the aircraft with whatever remained of the control systems but circumstances worked against them, so those attempts ultimately failed. (There were 20 staff members of Freescale Semiconductor (the 2004 spinoff of Motorola's semiconductor business) on board who might have been able to give it a shot.)

The first turn back made sense for many possible emergency scenarios. If the aircraft had simply kept flying in a straight line after that, then few could reasonably question the idea that the crew and passengers died or became incapacitated (probably because they would have failed an FAA Third Class medical;)) somewhere on the return flight.
 
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