QUOTE (23investigator @ Jan 3 2012, 01:26 AM) *
Dear Mr Ciminio.
Thank you again, for the extra effort you have made, to clarify matters.
Does the FDR information you have analyzed, suggest to you, that the aircraft the FDR was mounted in, had two engines?
From Dennis -
To Robert S:
“ from what I see in the data stream that was released by the N.T.S.B., the evidence supports that this data was heavily modified using a bench unit, using ground power in a lab, and does not reflect normal twin engine start sequencing and generator’s going on line, before every FLIGHT data segment loaded into it. In addition, I want to point out that the header data erasure signifies that this record was written to by a BENCH UNIT ON GROUND POWER, and that in layperson’s terms, means that it disqualifies the data entirely because during extraction post crash, the WRITE ENABLE JUMPER on the BENCH UNIT used for the post mortem data extraction for this unit, was in place, and
in-fact, nobody would ever jumper those two pins on the FDR for extraction, and furthermore, the software in the extraction rack WARNS YOU that you are about to perform a WRITE to the CPM. Now, I don’t know what L-3 people were thinking, but
if they were trusted to do the extraction without at least ONE trusted witness from the
N.T.S.B. who would not look the other way and allow a WRITE to take place on that data record in the CPM module, and that a checklist that made damned sure that WRITE operation was NOT POSSIBLE UNDER ANY CIRCUMSTANCES before beginning,
Then something was terribly wrong with the lack of adherence to proper protocols and
Procedures for data extraction from a CRASH UNIT memory module or tape unit.
Having said this, it is CLEAR beyond any reasonable doubt that the CPM module was written to by a bench unit, which ‘erased’ the header data that may have existed for the actual aircraft the unit was removed from. As you are well aware, the unit that this CPM came out of was most likely destroyed to the point where it might have been board level tested, but here again, the A/C ID and FLEET ID reside in NV RAM in that unit, and if the board itself with the chip intact had not been destroyed on impact, which I have reason to believe it was not, that data in NV RAM that is what initializes the CPM and puts the header data on the record in the very beginning of the file in a place that will not be written again but is on every power up, rechecked for CHECKSUM validity, was not part of the record we got from the N.T.S.B. because the data analysis does not stop with the CPM record, but includes, and I do mean, INCLUDES, the ERROR MAP FROM THE NV MEMORY in the FDR as well as this A/C ID and FLEET ID data. There is no record from the N.T.S.B. in their paperwork for this FDR that cites this, and that is a major red flag. Every component (as well as it’s SERIAL NUMBER) would have been also compared with the build list on file at L-3 for that particular unit. Yet, we don’t even have any report on the condition of the internal circuit boards which would be part of a comprehensive POST CRASH analysis for ANY FDR being examined for crash data. This is not only ridiculous, it’s indicative of a probable ‘cover up’ because of the lack of completeness in the forensic ‘autopsy’ if you will, of the subassemblies of that FDR after it was allegedly recovered ‘twice’ on two different occasions, at the Pentagon, once near the entry hole and also deep in the building under an INTACT PILOTS CREW SEAT. J
I went a bit long in the explanation but I wanted you to know that from what I can see, the data record in this FDR record is ALTERED due to this missing A/C ID, and the very peculiar and very suspicious bootstrapping sequences in this record that do not reflect TWIN ENGINE startups and generators going on line, are evident in this data record.
The engine start sequences are NOT decoded by the FDR decoding process post crash, but they tell as important of a story as the actual decoded HUFFMAN data in the file itself. For those who speculated in prior #ty commentary about my assertions, with the; “well then, why didn’t it show up in the NTSB recreation??” and the simple answer to that is that the N.T.S.B. recreations never show any analysis about the PRIOR FLIGHTS and the ENGINE STARTS seen in the bootstrapping going on in the data writes to the file as the recorder begins to record and reboot because of those.
Secondarily, the N.T.S.B.’s recreation doesn’t match the .CSV data released that was a derivative of the same memory file. How can this be? We know this is a fact because of the way the FL-180 descent reset is shown but not present in the .CSV file, and honest to dog here, there is no excuse for that disparity to exist. IF the N.T.S.B. truly did a faithful and honest recreation of the flight based solely on the DATA extracted, which the .CSV file would have revealed, then there would be absolutely NO DIFFERENCES between the two products. So which one is it? The N.T.S.B. got sloppy when doing the recreation and did NOT use the data derived from the decoded unit’s data, or was one of these two Records altered for some unknown reason. We know that the altimeter reset is the bone of contention in Pandora’s Black Box: FLT 77, and that’s not because we misread the .CSV file.