from those black boxes will be things like what altitudes was the aircraft at. what was the rate of descent. what were the engines doing, what was the rpm doing, the pressure doing and so on and so forth. so this is the first step in the investigation. we are now being told that the aircraft the airline has confirmed the debris is from the aircraft. it is from the aircraft. so this is the aircraft that they have been searching for. the airline confirms that. david rothgoth in miami, let me ask you in terms of the search now ongoing, no longer a rescue the search mission, how is it employed? how do different countries come together? is there a protocol for countries participating in this the united states offshore or ships in the area? what do you have to go through a certain agency or certain rules, employ yourself in that search? well first of all, there are protocols, and they you know a variety of countries have a claim on the search or get
point to a somewhat lack security policy. jon: and a lot of people were scratching their heads about what happened here. talk about the black boxes. one of the the concerns that i have is that perhaps they might not get a lot of information off of them just because they do loop over. they record over their previously recorded data after a certain period of time. don t they? well, that s true. the cockpit voice recorder does. it only holds 120 minutes worth of information but again, that s just from the microphones in the cockpit. jon: so if the pilots were incapacitated the last two hours of the flight, we re not going to hear anything. no. absolutely not. but the data recorders in terms of the systems, what was the how were the engines doing, what was the state of pressurization, the electrical system, all that will be intact if they find that
it have to have been done after the sign-off, but we also have to say it is selective fire, it is only shutting off the acars, the transponder, but not the auto pilot. mike, you agree with that? well, sean, i think it is important to know the limitations of what is going on in the cockpit of a jet, so i m going to have to punt this one over. i think absolutely yes, you have the transponder in the acars units going into it. you have all sorts of feeds, what are the engines doing, the cabin pressure? you have all of these speeds going into the cockpit and so there is a high chance that a cockpit fire could destroy some of the feeds and render them
it have to have been done after the sign-off, but we also have to say it is selective fire, it is only shutting off the acars, the transponder, but not the auto pilot. mike, you agree with that? well, sean, i think it is important to know the limitations of what is going on in the cockpit of a jet, so i m going to have to punt this one over. i think absolutely yes, you have the transponder in the acars units going into it. you have all sorts of feeds, what are the engines doing, the cabin pressure? you have all of these speeds going into the cockpit and so there is a high chance that a cockpit fire could destroy some of the feeds and render them
it have to have been done after the sign-off, but we also have to say it is selective fire, it is only shutting off the acars, the transponder, but not the auto pilot. mike, you agree with that? well, sean, i think it is important to know the limitations of what is going on in the cockpit of a jet, so i m going to have to punt this one over. i think absolutely yes, you have the transponder in the acars units going into it. you have all sorts of feeds, what are the engines doing, the cabin pressure? you have all of these speeds going into the cockpit and so there is a high chance that a cockpit fire could destroy some of the feeds and render them