EGYPTAIR FLIGHT MS-804

ANOTHER CASE OF PILOT SABOTAGE

JEWISH DEFENSE ORGANIZATION

SENIOR RESEARCH SECTION (SRS)

WHITE PAPER

Sunday, July 23, 2016

1
The flight data recorder contained information consistent with fault warnings
transmitted by the Airbus Group SE A320 that pointed to smoke in one of the
lavatories and the avionics bay located under the cabin floor and behind the
cockpit, where key electronics are housed, Egyptian crash investigators said. The
latest evidence points to a nearly simultaneous shut-off of both the plane’s flight-
data recorder and an alerting system designed to transmit malfunction messages
to the ground. Those twin events can’t be intentionally commanded by pilots,
according to safety experts, and aren’t part of any authorized emergency
procedures to respond to fire or smoke.

Since A320s began flying passengers nearly three decades ago, there hasn't
been a verified instance of a fire erupting inside the avionics bay, according to
safety experts. Some 4,000 of the planes are now in operation world-wide.

Look at the real time info transmitted by the air data computer (ADC), an avionics
component that assimilates the inputs from an aircraft's external and system

sensors and returns a series of calculated results critical to the control of the
aircraft. In one compact package, the air data computer performs what a bank of

2
individual instruments were once required to do. Almost all the flight-related
information displayed in newer commercial aircraft fitted with glass cockpits is
compiled by an air data computer.

PHASE DATE TIME ATA SOURCE TITLE

02 – Engine Starts 18 May 16 21:13 ECAM-2 FW C2 NO DATA FROM ADC1

An ELECTRONIC CENTRALIZED AIRCRAFT MONITOR (ECAM) is a system, developed

by Airbus, that monitors aircraft functions and relays them to the pilots. It also
produces messages detailing failures and in certain cases, lists procedures to
undertake to correct the problem.

An AIR DATA COMPUTER (ADC) is an essential avionics component found in

modern glass cockpits. This computer, rather than individual instruments, can
determine the calibrated airspeed, Mach number, altitude, and altitude trend
data from an aircraft's pitot-static system. A pitot-static system is a system of
pressure-sensitive instruments that is most often used in aviation to determine an
aircraft's airspeed, Mach number,altitude, and altitude trend. A pitot-static
system generally consists of a pitot tube, a static port, and the pitot-static
instruments.[1] This equipment is used to measure the forces acting on a vehicle
as a function of the temperature, density, pressure and viscosity of the fluid in
which it is operating.

Was this normal because the plane had not started its takeoff? If so why was it
reported?

02 – Engine Starts 18 May 16 21:13 QAR

02 – Engine Starts 18 May 16 21:13 QAR MEDIA LOW

Quick Access Recorder is used to access the information in plane’s black box or
Flight Data Recorder so the crew can figure out what is going wrong with the
aircraft quickly. Why didn’t the pilot replace the chip assuming he received this
message on the previous leg the flight?

02 – Engine Start 18 May 16 21:14 ICAO ADDRESS HF-2 (3RE2)

3
The ICAO aircraft type designator is a three- or four-character alphanumeric code
designating every aircraft type (and some sub-types) that may appear in flight
planning. These codes are defined by the International Civil Aviation Organization,
and published in ICAO Document 8643 Aircraft Type Designators.

00:26Z 3044 ANTI-ICE RIGHT WINDOW (priority) LOW

message was triggered by the Window Heat Computer #2

00:26Z 561200 RIGHT SLIDING WINDOW SENSOR

Message was triggered by the Window Heat Computer #2 temperature sensors of
the right cockpit window

00:26Z 2600 SMOKE LAVATORY SMOKE S

triggered by their optical detectors.

00:27Z 2600 AVIONICS SMOKE H

triggered by their optical detectors.

00:28Z 561100 RIGHT FIXED WINDOW SENSOR

Message was triggered by the Window Heat Computer #2 temperature sensors of
the right cockpit windows.

00:29Z 2200 AUTO FLT FLIGHT CONTROL UNIT 2 FAULT

The flight control unit (FCU) is a cockpit-fitted unit that the pilot uses to enter
instructions into the on-board flight computer.

00:29Z 2700 F/CTL SPOILER ELEVATOR COMPUTER 3 FAULT LOW

no further ACARS messages were received.

The spoiler elevator computer number 3 (SEC 3) is one of the three computers
that controls the spoilers and elevator actuators. It is located in the cockpit.

4
THE STRIPS VISIBLE ON THE IMAGE ARE LIKELY THE TEMPERATURE SENSORS
USUALLY BUILT-IN THE GLASS PANELS.

THE DEFROSTER UNIT THEORY

Some analysts suspect faulty wiring in the cockpit window's defroster unit, with
one noting that, if confirmed, it would be the first time a window defroster
brought down a plane.1 It does run on 220 volts. Maybe some wires got frayed and
crossed. This would set off a short circuit or a spark. The men would have smelled
smoke coming from the wiring. The cockpit fire alarm would have gone off. This
would have been reported in real time. Maybe the heating element of the defroster
unit overheated? This is very unlikely as the heating elements are embedded in the
window itself and are resistive heating film. You run a current through a resistor
and it heats up. Let’s say the computer failed and sent too much current to the
windows and they overheated. Could they have gotten hot enough to ignite
something next to them? Unlikely and if so it would have been a small fire and the
pilots could have extinguished it with Halon. Would the film have been destroyed
first?

1
http://www.foxnews.com/world/2016/05/23/egyptair-crash-investigation-focuses-on-4-minute-window-
technical-problems.html

5
Windows Anti Icing/Defogging Function, Description and Interfaces

The windows anti icing/defogging system is divided into two sub-systems (F/O
and CAPT). Each sub-system is comprised of one windshield, one FWD lateral
window, one AFT lateral window and a Window Heat Computer (WHC). The anti
icing and defogging function of the cockpit windshields is ensured by the heating
of one resistive/heating film. Each windshield's resistive heating film is powered
by 230 VAC, provided by the WHC. There are three temperature sensors near the
heating film that continually send information to the WHC for the heating
regulation and the overheat protection functions. The WHC regulates the
temperature of the cockpit windows (35 degrees C - 42 degrees C) based on the
temperature value it receives from one of the three temperature sensors. The
other two temperature sensors are in standby mode. If the temperature of the
cockpit windows reaches a specific temperature level (+60 degrees C), the WHC
will stop supplying the specific window. For each window, the WHC uses
temperature values from the three temperature sensors to detect an overheat.

6
The WHCs interface and exchange data via CRDCs with the AFDX network. The
two WHCs are located in the cockpit: WHC1 is located next to the fourth occupant
console behind the Captain. WHC2 is located next to the coat stowage behind the
First Officer.

00:26Z 3044 ANTI-ICE RIGHT WINDOW (priority) LOW

message was triggered by the Window Heat Computer #2

00:26Z 561200 RIGHT SLIDING WINDOW SENSOR

Message was triggered by the Window Heat Computer #2 temperature sensors of
the right cockpit window

Seconds later:
00:28Z 561100 RIGHT FIXED WINDOW SENSOR
Message was triggered by the Window Heat Computer #2 temperature sensors of
the right cockpit windows.

Still no report of smoke alarm going off in cabin or cockpit.

The next question is whether the window heat sensor reports were connected
with the fire on the other side of the aircraft. But if the fire started in the right
7
side of the cockpit how did it spread to the toilet on the other side of the plane
unless it was an incredibly fast moving fire fueled by an accelerant. It would have
set off cockpit fire alarm and made a characteristic sound.

REPORTS OF COCKPIT WINDOW HEAT SENSOR IRREGULARITIES JUST BEFORE

EVENT. COULD BE RESULT OF FIRE BUT FIRE ALARM DOESN’T GO OFF.

FROM LAVATORY FIRE SPREADS TO AVIONICS BAY

After the fire spread to the toilet and avionics bay the right fixed window sensor
reported overheating. It should have been before if the fire started in the cockpit.

00:26Z 2600 SMOKE LAVATORY SMOKE S

triggered by their optical detectors.

00:27Z 2600 AVIONICS SMOKE H

triggered by their optical detectors.

8
00:28Z 561100 RIGHT FIXED WINDOW SENSOR
Message was triggered by the Window Heat Computer #2 temperature sensors of
the right cockpit windows.

00:29Z 2200 AUTO FLT FLIGHT CONTROL UNIT 2 FAULT

The flight control unit (FCU) is a cockpit-fitted unit that the pilot uses to enter
instructions into the on-board flight computer.

00:29Z 2700 F/CTL SPOILER ELEVATOR COMPUTER 3 FAULT LOW

no further ACARS messages were received.

The spoiler elevator computer number 3 (SEC 3) is one of the three computers
that controls the spoilers and elevator actuators.

All hell breaks loose. An incendiary bomb explodes in the toilet and sets off an
alarm. Then smoke in the avionics bay sets off an alarm. This are the first reports
of smoke. The fire started in the bathroom which contains little wiring or
flammable material. We have to respect the chronology. A second later the fire

9
spread to the avionics bay. Then back to the cockpit for another window heat
sensor warning that should have come earlier if there was a cockpit fire. Next the
onboard flight computer will be of no help because it can no longer receive
instructions. Finally the spoiler and elevator computer fails making it impossible
to control the aircraft however the ARCARS computer labels this problem as low
meaning that it has gone out of wack.

The Flight Data Recorder has been recovered. “The recorded data corresponds
with Aircraft Communications Addressing and Reporting System (ACARS)
messages referring to smoke in the lavatory and electronics room of the avionics
bay.” But there is no mention of the other error and emergency messages so I
assume they have been written off. Recovered wreckage from the jet's front
section showed signs of heat damage and “thick black smoke”, the Egyptian
Aircraft Investigation Committee added. The FDR revealed: “Preliminary
information shows that the entire flight is recorded on the FDR, from when it took
off from Charles de Gaulle airport to when the recording stopped at the place of
the accident at 37,000ft.” Why the FDR crap out before it hit the water?

https://www.scribd.com/doc/34462291/The-Untold-Story-of-Lynne-Stewart-and-
Egyptair-Flight-990

10