Not that easy, at least accurately.
I quickly checked it myself trying to not be influenced by previous posts.
I only found two YouTube videos, the well known StreamTime Live, full length, not edited, duration 7mn20s and a short one of 56 s.
There is also CCTV footage from traffic cameras but the way the video ends abruptly is a bit surprising though possible as the cables were probably severed at several places when the bridge collapsed.
Here I’m referring to the well known video as the two other ones don’t provide information about the power outages.
The StreamTime Live timestamp offset is surprisingly high, I checked randomly a couple of other live streams and the timestamp error was always exeeding 20 s (vs. my UTC time reference +/- 1 second which is not sync over the Internet).
Overall the time offset between the YouTube video and the times mentioned in the PR is around 23-24 seconds if considering that NTSB time indications are correct to the second where seconds are mentioned. As clocks are sychronized by GNSS, the ship master clock should always very accurate.
Times mentioned in the PR (Preliminary Report) which can be correlated to the video are coherent as far I can interpret the video.
The moment (PR: 01h26min02s EDT) when the VDR (Voyage Data Recorder) started receiving external data to be recorded doesn’t tell much as external devices interfaced by serial data communication require a more or less long but unknown delay to reboot after a power failure and begin transmitting data again to the Recording Control Unit of the VDR (the NTSB video only shows the bridge-console-mounted Operator Panel Unit). The same applies to signals with discrete interfacing (i.e. directly acquired analog and digital signals though it is unknown which optional data and signals are logged).
Beyond the formally mandatory data to be logged automatically by the VDR, optional data can also be recorded. VDR data is not only used in cases of incidents, it records various pertinent data which can be downloaded any time for further analysis.
Though I’m unable to add anything useful about the route I’d still like to know if in Fig. 7 Page 10 of the PR the scale is respected or if it’s just a fancy artist’s view. Especially the distance and time between Position 1 (1st blackout) and Position 2 (ME “shuts down”).
What does “shut down” mean exactly? When did the propeller stop rotating (if it stopped, even with engine shut down, the “windmilling” effect can turn the propeller)? When exactly was fuel injection shut down? The engine has no camshaft, each cylinder is controlled individually (fuel injection, exhaust valve, starting air valve, some lubrication functions,…) by the engine control electronics.
There is no mention about any ME start attempt, the wording is ambiguous, all I can interpret is that the ME could not be restarted successfully.
Takes just a few seconds to check the event history displayed by the MOP (Main Operating Panel of the ME) in the ME control room, which .
As I addressed it in other posts, I’d also like to know more about the black smoke, if any of the DG’s had been shut down, if the crew tried to restart any DG’s excepted DG2 which started automatically after the HV BUS lost power (and as alreay mentioned, it’s very odd that once the HV BUS was energized again, the supply of the LV BUS does not occur fully automatically; also as TR1 went offline, TR2 should have been put online fully automatically as the HV BUS remained fully normally powered during the whole duration of the 1st blackout, otherwise DGR1 and/or DGR2 would have tripped as it happened later causing the 2nd blackout, details have been discussed in my long annoying messages).
I’m unable to interpret anything more than everyone about the lights. Can’t see when the Emergency Generator comes online, I made a mistake about it and mentioned it.
Although not related to the video, I’d also like to know if someone tried to start the bow thruster, regardless of its possible effectiveness and how the 6.6 kV motor is started (drives a variable pitch propeller).
Also even with the basic Hyundai HiMAP the trip cause is displayed but not mentioned in the PR though I didn’t check the manuals, they’re hard to find and we don’t know the exact models and versions.
I expect that the whole power generation and distribution, both HV (High Voltage 6600 V, 60 Hz) and LV (Low Voltage, 440 V, 60 Hz), is from Hyundai but unfortunately unlike e.g. ABB or Siemens there’s nothing useful online. I don’t say those are bad products, I don’t know them. My experience is that with Asian manufacturers it’s often complicated to get direct support and not everything is available in English.
A more technical discussion is here: