greg fife. greg, you heard tom's report, you've been studying these acars messages. could this have been an electrical short or someone smoking in a forward lavatory who accidently set off a fire, or do you see something suspicious in the sequence of timing of all of this? >> there's definitely something suspicious, lester. electrical fires don't burn that fast. of course, if somebody were to have put a cigarette in a trash can with paper towels, it definitely wouldn't have burned that fast. it would have set off that sensor. the flight crew is trained to handle those type of fires. and it would have given them time, and they probably would have made a radio call. this is something that's more catastrophic, more extreme. when you look at the timing of the last transmission and the start of those acars messages tom talked about, it's only two minutes, maybe two minutes, if not less. >> that leads us to want to talk about the idea that an explosive device was placed in a very critical area of the airplane, where as tom pointed out catering equipment is stored. is that

. >> greg fife remains with us. heard an investigator last night and i want to ask you the same question, when you go into this, there are so much to be gathered and so much mapping to be done, you are dealing with the surface of the water which hardly keeps a crime scene intact, things are going to leave, they're going to flow and going to be carried by the water. don't you have to as this guy put it write the story of this aircraft, start with everyone who touched it and everyone who went near it, where it was and kind of the last day in the life of this air bus a 320. >> you bring it up again, and in this new environment we are operating into investigate this event. it is not an conventional investigation. it is easy to examine the wreckage and looking for issues dealing with the flight crew. now, we are dealing with the possibility of an explosion and now you have to look and go back both, take it from a security standpoint. there is a whole investigation, who touched this and who add access to it and how could

greg fife is an nstb investigator.ick santelli, and with the dow down now 175. >> yes, and thank you. the dow is under pressure, and the fed normalization can be uneven. i want to welcome in my guest, peter chur. thank you for taking the time. >> i completely lost. >> well, i will tell you what, peter, here is the issue that i have, and i have it that we are looking at the high-yield, and the -- >> guys? >> hello? are you there, peter? >> i don't have him. >> well, i will tell you, we seem to have lost peter. we are going to discuss what is going on in high yield. okay. you are back. and explain the difference if you buy the etf high yield, you own a significant -- and sarah, we are having problem, and so i apologize and back to you. >> we will get you, because and i know that you want to talk about the high-yield and the fed. and now, a quick check, because the dow is down 165 right now, and we are seeing the declines across the board. walmart is one of the bright spots, and the banks are hit today, and a lot of the g

aviation safety consultant greg fife believes that a closer examination is necessary. >> it's easy toot put too much. the question is why. that question to this day still hasn't been answered. the ntsb in its public hearing actually identified 11 events that had taken place involving these high loads where the vertical stabilizers, fortunately, did not separate. now you have a trend here. you have a history. you have a historical record. but what i see in their investigation is they looked at all of these things in isolation rather than trying to find why the loads occurs but how they occurred. >> and mary schiavo believes there is another issue. >> in their investigation, they have to rely on the manufacturers. therein lies the problem. they had to go back to airbus. and say hey airbus, what happened to your plane? airbus said it was the pilot. the pilot used the rudder too aggressively. why would you ever construct a plane and ever have the control system in the plane such that if it's used in a way that it is allowed to be used, your tail would come off. it is unthinkable. >> airbu

let's bring in pilot john cox as well as former senior air and safety investigator with the ntsb, greg fife. john, french investigators confirming smoke conditions aboard this plane. sensors detecting smoke in the front lavatory as well as the avionics compartment. what kind of steps can a crew take to fight a smoke or fire condition on board? >> well, alex, in-flight fire is something that is one of the most terrifying things that can happen to a pilot, but we know a number of things. over three minutes there is smoke indications first from a lavatory which is on the left side of the airplane, and then the avionics bay. there's never been a fire confirmed in the avionics bay of an a-320. there's been short circuits in boxes but never a department fire. this is very, very unusual and something the investigators are going to look at. if the crew did get smoke warnings, which i would expect that they did, they're going to start first and foremost protecting the air that they're breathing. they're going to put their oxygen mask and smoke goggles on, they're going to start down the checklist. i

. >> we have former senior air safety investigator greg fife. we sit 24 hours later.hat more have you been able to put together as you have listened to some of this evidence come in? >> willie, as we went through all of yesterday with information, misinformation, they put the information out, they redacted the information. it's very difficult at this point to really have any kind of substantial information that's credible. apparently the officials are hanging their hat on the radar data, especially the defense folks and talking about the motion of the airplane as it descended from 37,000 feet. we don't know what context that is in. we don't know what happened just requiprior to that based on thi radar data. until we get flight data recorder and voice recorder information, i don't know we can actually confirm whether the motion of the airplane, the turn to the left and the spiraling turn to the right was either because there was a problem with the airplane or that was the result of some sort of explosion and the airplane just spiraling out of the sky. >> greg feith, th