MH370: It was a deliberate act, and it is being lied about
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More than nine months since it vanished with at least 239 people and some mystery cargo onboard, there are two things that stand out about Malaysia Airlines flight MH370.
- The 777-200ER’s diversion from its planned flight path was deliberate; and
- The Malaysian authorities have withheld critically important information related to the flight, and have willfully lied to the world.
In a Crikey Insider subscriber review of what has been established about this baffling and unprecendented disappearance of a passenger jet airliner the critical standout elements that have been established since March are discussed.
But there is another matter. The media staged its own disappearing act in relation to MH370, with the most of the coverage being by reporters who didn’t follow the story from Day 1 or test what was being said by seeking informal reviews of the claims made by the Malaysia authorites by talking to airline professionals.
This general lack of continuity in coverage meant that the inconsistencies in the Malaysia narrative were seldom detected or reported by the mass media. It has taken the pressure off Malaysia to tell the whole truth and nothing but about MH370, and its pressure that the Australian managed search ought to apply to Kuala Lumpur.
This is a tiny fragment of the massive sea bed search zone, seen at one metre resolution by a synthetic aperature side scan sonar device.
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The governments involved are also culpable in allowing Malaysia maintain their silence and cover up.
Even China has slacked off.
Until they explain themselves, each and every day ever ambassador to Malaysia should publically call them liars.
While I do not subscribe to anything other than Pilot hi-jack, the continued search of the area North Of Malaysia when they fully knew the aircraft had transited the straight OF Malacca out of its N.W. end is plane and simply criminal.
Because the disappearance of MH370 could well be the result of a mass murder hijacking by a pilot, I think this question needs to be asked, “Was MH17 deliberately flown into danger to achieve the same result”.
MH 17 was flying on an accepted flight path, was it not?
With regard to MH 370, you need to apply a bit of reverse logic. Consider you are one of the Malaysian officials charged with creating a narrative that the world press will swallow. In that light, rather than being bumbling fools, they have done very well.
Next in line, the USA. Took almost no part in the searching. Made a discreet indication of where to look. Excellent diversionary tactics.
I am not convinced of the “southern route” at all.
I am concerned about the route described by the pings if the “northern route” were taken. It is almost a perfect straight line. Is it too coincidental? Kazahkstan reported in after a few days that they had done a search but the plane was not there. How could they be so certain so quickly?
More sinister in thought is the possibilities when you think of the prompt dismissal of the sightings of a low flying MH plane by Maldiveans.
There is a cover up going on. Just what the truth is requires Wikileaks in their finest hour to find out for us.
IMHO, the Captain did it. He had motive and the capability to easily hijack his own aircraft, decompress it then run out of fuel. Whether he was conscious or not, it’s the most obvious and plausible theory doing the rounds.
We can only speculate about the motive of the perpetrators.
Theft? Or causing human misery to get attention or scare the world?
But there’s no link between the loss of the aircraft and any political movement, group or cause.
You’d have to assume the motive was theft. But if that’s so, you’d also have to assume the perpetrators intended to survive. The only way that would happen is if there was an intended landing place.
There was an early claim of Uighur separatists, not taken seriously, but re-examined later.
http://www.thegatewaypundit.com/2014/03/interpol-looking-at-35-year-old-uighur-passenger-on-mh370/
Later, Uighurs may have been afraid of reprisals, and remained silent. If they did the hijack as they said.
The big problem is that Malaysia is leading the criminal investigation and doesn’t communicate any result. They are both judge and party.
I could speculate, but for a change I won’t…
Instead I’ll pick holes in the current range of theories.
Just my own opinions, feel free to disagree but please don’t take offense.!!!!
I find the idea of an attempt to steal cargo unlikely, unless a country’s Government/country’s military were complicit in the venture.
The idea of a hijacking gone wrong is equally unlikely. Why go to all that trouble & then not at least land/crash-land on solid-ground somewhere to bargain for your own freedom.?
Had some group downed the plane for political/terrorist reasons, I feel it to be impossible that someone, somewhere withing the social media network, would not have bragged about it to someone else.!
Were it to be a ‘simple’ pilot murder/suicide, then I can’t understand why he would go to all the trouble of disengaging all the electronic systems.?
Once he’s disabled any flight-deck crew, locked the cockpit doors & turned South, it doesn’t matter who knows he’s off-route does it.?
The military are hardly going to shoot him down nor try to get a pilot on board from a winch, like one of the ‘Airport’ movies.
In those circumstances, it’s a flight to nowhere. By the time they might be in a position to do anything about it, there wouldn’t be enough fuel left on board to make a landfall anywhere.?
About the only thing you’ve got right is that Malaysia is lying.
All the other rubbish you are spouting about pilot suicide and hijacking is merely repeating the falsehoods promoted by the Malaysian Government.
Wake up and use your head. Don’t be a parrot for Malaysian lies.
Going Boeing, tell me so the Captain got out of his seat at 17:06UTC to climb down into the avionics bay and disable the ACARS at 17:07UTC whilst co-pilot Fariq Hamid was on VHF radio and said nothing?
the co-pilot made a call to ATC at 1:08am so why did he not mention this?
The co-pilot was also calmly talking to ATC at 1:19am so you are saying that in the 9 minutes between the Captain allegedly climbing down beneath the cockpit to disable systems the co-pilot just ignored this behaviour and said nothing?
Grow a brain mate.
MH370’s ACARS, transponder and voice radio are all controlled by the Rockwell Collins CMU-900 processor and we know from the ACARS unit that the CMU-900 was already overheating 30 minutes before take off.
Whilst parked stationary at the gate signals from the ACARS gave a Doppler shift equivalent to a speed of 80-90knots. Only overheating to the AFC oscillator can cause such bizarre signals.
SG,What are you talking about? What doppler shift?ACARS is just another VHF comms. device.
On a side note, the sonar scan image at the top of this page puts things in perspective. I am wondering whether it may be quite a challenge for anyone to distinguish even the largest pieces of the plane on the seabed.
Assuming any large pieces remain intact, the quoted dimensions for a 777 wingspan are approx. 61 metres, with the fuselage being 74 metres. Which is not even the width of the 100 metre scale indicated on the image.
@George Glass: “In March 2014, ACARS messages and Doppler analysis of ACARS satellite communication data played a very significant role in efforts to locate Malaysia Airlines Flight 370. While the primary ACARS system on board MH370 had been switched off, a second ACARS system called Classic Aero was active as long as the plane was powered up, and kept trying to establish a connection to an Inmarsat satellite every hour”. http://en.wikipedia.org/wiki/Aircraft_Communications_Addressing_and_Reporting_System#Role_of_ACARS_in_air_accidents_and_incidents
I have had the ACARS fail many times in flight. Probably a few times a year. So what? The transponder failed or was switched off later on. Why would the F/O tell ATC about ACARS failure as it’s not relevant to the controllers and isn’t relevant to the safety of flight. If there was a frequency distortion at the gate from overheating that can be interpreted as a Doppler shift it only reinforces the view that the ACARS was about to fail and perhaps some other systems. It still doesn’t explain why the aeroplane turned around and zigzagged over Sumatra.
In the absence of hard facts or even new refined mathematics a subset of watchers latches on to more and more outlandish and improbable theories and sees cover-ups when little irrelevant factoids are rightly dismissed.
The captain hated the Malaysian government. He knew that placing them in the floodlights on a world stage would reveal their true nature to the world. So how much of a stretch would it be for him to then let his own hatred causehim to come up with this plan? Pilots have killed their passengers for less. I write this to illustrate a possible motive. Of course its unlikely that we will ever know anything more than we do today.
OK, I might be missing something, but Physics 101 tells me a doppler shift is a frequency change caused by the relative motion of the transmitter and/or the receiver. Transmitting off frequency due to a malfunction doesnt qualify.
As I have noted before and Going Boeing has chimed in, a pilot induced (and likely the Sr, Pilot (we used to call it PIC but?)
Upshot is that all the system on the aircraft are accessible from the cockpit (the only two I know of are the satellite Modem returning a ping and the ELTs)
So why would the pilot have to get into the electronics bay when he can turn ACARs off from the cockpit (as well as the recorders?)
ditto the Transponder (which went first I believe, if not very close to ACARS being turned off.
And why do people continue to try to attribute rational motivations to a madman? If we could understand the thinking we would all be mass murderers ourselves.
If it is indeed not only pilot suicide but a mass murderer (i.e. insane) , he will have gone into some kind of twisted world that makes not rational sense to most people, but was perfectly logical in his.
As far as Malaysia, all I can do is accept the symptom of criminal conduct, only the authorities could ever tell you what the thought process was and maybe why (that also assumes rationality and that also seems to have been missing.)
As no governments are bring charges against Malaysia we will not find out (or maybe years down the road some peripheral type will get out at least part of the details). they have done a great job of cover up to this point.
I agree George. And its worth repeating that every known system failure could have easily been selected from the cockpit. It is only the theory of passenger action which hinges on accessing the E&E bay in flight, and then magically causing all the failures and the flight path and the depressurisation while not themselves succumbing to lack of oxygen.
Who said there was depressurisation?
This is thrilling …..
Tango,
I do not try to suggest that MH370 could not be a pilot suicide/murder.
I do contend however that if it was the case, the pilot went to a hell of a lot of trouble, simply to steal the aircraft to kill himself in.?
The ‘known facts’ if this was a pilot suicide involve the pilot disengaging all the electronic systems & then flying a very circuitous route back over Malaysia & other populated lands as well as being within the range of the radar of still more nations.
All of which it reasonable to suspect that the pilot would have known about.?
As I said earlier, once he’s disabled any flight-deck crew, locked the cockpit doors & turned South, it doesn’t matter who knows he’s off-route does it.?
So why go to all the trouble of doing the other things he did.?
I feel there’s much more to this than the ‘simple’ pilot suicide scenario.!
I’m definitely not saying it must be so, merely that it seems too complicated not to be.?
endeavour.paul@gmail.com,
Re: “Who said there was depressurisation?”
It has been one of the speculations which relate to the apparent significant altitude changes in the immediate aftermath of the plane ‘going dark’.
It was considered in the context of a method of disabling / killing the passengers & remainder of the crew.
When they get the FDR’s will help throw more light on this suggestion.
Until then…..
Expect much more speculation.!!!
On depressurisation: Is there an MH370 known fact clearing house somewhere? Its been many months since I paid attention to this event and I cannot point to proof. Every single one of my colleagues that I have discussed this with agrees that venting the cabin pressure would be an obvious thing to do, however. And any magical interference from the E&E bay would require it for obvious reasons.
Leave that aside for a moment. The larger issue is how do you magically programme the FMS for the reroute? The only way is from the flight deck, and that occurred immediately after going dark on the transponder and ACARS. Not done from anywhere but the flight deck.
Occams razor The simplest explanation is usually the right one.Everything could have been done from the cockpit. No conspiracy required.
George: The aircraft SATCOM frequency shift has been included as a component of the overall aircraft to satellite to ground station “Doppler” in various JACC interpretive reports (www.jacc.gov.au/media/reports). That’s not as dopey as it sounds, because the aircraft SATCOM appears to adjust its transmitted frequency to try to counteract the Doppler shift due the aircraft – satellite relative speed. Its method of calculating the adjustments appears to be rather simple and imperfect, greatly complicating interpretation (and leading to long, tortuous and largely erroneous discussions by “external experts”).
What processor performs the adjustment calculation I do not know, but regardless of whether or not it’s Mt Gunson’s CMU-900, the processor’s temperature will have naught to do with the result, because it’s a digital device. RF circuitry is another matter, but where is that? Likely up with the antenna, near the tail.
Raven@11: agreed; my comment from the previous MH370 thread:
Nice image: http://www.jacc.gov.au/media/maps/files/Go_Phoenix_SAS_20141008_tn.jpg
Synthetic aperture sonar certainly is impressive. At some point it might be worth considering crowd-sourcing interpretation*. It would be a serious shame to have managed to scan the damn thing but missed it through tired operator error. Then, decades later, some clown revisiting the data for unrelated reasons finally turns it up.
(* Always assuming there isn’t some long-lost nuke out there somewhere. Or that a detailed bottom map of an obscure corner of the Southern Ocean isn’t of some other vital strategic interest.)
The doppler shift is a red herring. The antenna aiming needs several different, and widely scattered devices to all be online and accurate or the aircraft’s narrow beam will never hit the satellite. There could not be a significant IRS drift because the antenna aiming unit needs IRS/GPS position and altitude information.
With aircraft performance and flight time, Doppler shift is the basis of flight path reconstruction and therefore the location of a $100M search effort along a small section of ping ring 7 in the southern Indian Ocean. It’s no herring. AFAICT there’s still no explanation of the apparent ground speed error at KL. Temperature seems an unlikely choice. More likely it’s some idiosyncrasy of the aircraft SATCOM Doppler correction, perhaps due to poor or absent data from one of those linked systems at start-up.
(Yes it need to point it’s antenna. The minimum it needs for that is xy location and heading. It does not need aircraft speed. Software of this type is always designed to battle on with the information available … like the engine management software in my car, which was still running fine with both crankshaft position sensors and one of two camshaft position sensors failed.)
George Glass,
To utilise Occams-razor some more……
Why would the pilot go to all the trouble of disengaging those electronic systems & then flying a very circuitous route back over Malaysia & other populated lands as well as allowing his aircraft to come within the radar-range of still more nations;
When all he needed to do was secure the cockpit, turn South & keep flying until they ran out of fuel.?
Not necessarily a conspiracy of anything but silence.?
The truth is out there……
probably.!
“Why would the pilot go to all the trouble of disengaging those electronic systems”
It really is no trouble and would less than a minute. Programing the FMS for that route would only take minutes to enter the waypoints and execute.It is only a few turns and a few waypoints. Nothing hard there.
No point in trying to rationalize the irrational.
Flying where he did, the way he did, took him a long away from any likely search area. It very nearly worked, as the perpetrator believed he was invisible.
Making the flight disappear keeps the story in the press for month after month, the Malaysian government is under pressure and in the glare of the international community. They are spending ship loads of cash and have lost face. If that was the motive it has worked a treat.
I would suggest Occham’s razor works very well here. The flight was all but invisible except for the little known pings. Whoever did this, has just about pulled off the perfect crime.
The vast majority of flights go where they are flown by their crews, be it automatically or manually. All of the methods used to make it invisible can carried out quite easily and quickly by a crew member.
The remarkable co-incidence of the loss of the acars then transponders at that handover point is too big to ignore. No issues raised by the crew during that last voice comm’s indicates there were none. Certainly none worth reporting that in any way would suggest any serious problems requiring a radical turn back.
Continued flight for many hours after also suggests a serviceable aircraft.
Flying the route along the Malay / Thai border was a calculated risk, but flying the border, nowhere near anything sensitive alarmed nobody and it worked.
It was done at night when all but the most alert forces are asleep at the wheel.It worked. He got the flight into an area where few people are watching, or care about.So far that too worked.
I clearly have no more info than the next person but the involvement of just one crazy person with a twisted motive is the simplest explanation.
There are of course many other ways to explain it, but require more convolution or conspiracy .
In a way I hope that is wrong because we can fix aircraft problems with better engineering, but we can do little if a crew member has criminal intent.
Glen in reply 27: sorry, I created some confusion with my earlier comment. I do understand the importance of the doppler shift in the Inmarsat calculations and agree that its is critical to the result, no argument.
The doppler shift that I called a red herring was mentioned even earlier (reply #9) in a bid to sow confusion over the avionics’ pre flight accuracy. None of the assertions made in that post make sense, hence my comments.
discus,
“Occams razor:
The simplest explanation is usually the right one”
This is why I’m banging-on about all the trouble the pilot took, just to kill himself.! (& of course, everyone else on board)
I agree that it’s the ‘perfect crime’.
It’s just that in terms of escaping from the authorities/military in order to kill himself, it all seems like an unnecessary amount of trouble to achieve the same end result as just locking the cockpit door & flying away.?
If the Malaysians authorities really had any hard evidence of the pilot’s deep & overwhelming wish to embarrass the Government, I’m sure they’d rather offer-up the pilot as a credible culprit, than have this world-wide albatross around their necks.?
I am with you on that one, Dan Dair.
It is a remarkable co-incidence, is it not, that the Chief Pilot was on leave and “called in” to fly this particular flight. This information combined with the appearance that he seemed stressed beforehand.
Almost as if he were especially put on leave to await an important assignment, something that was quite stressful.
Then the cargo arrived…….?
Western Intelligence Officers suggesting not too much investigation be done?????
http://www.france24.com/en/20141218-dugain-malaysia-airlines-mh370-disappearance-diego-garcia-cover-up/
That’s NOT what the article says. AT ALL. It is a puff piece about the ruminations of a novelist. And not a very good novelist at that.
The “British Intelligence Officer’s warning” was nothing more than a caution against endless speculation when the answers would perhaps eventually be known anyway. Read in the French it is merely a suggestion to the author that he was on a fool’s errand. Oh-the author in question was also parroting things posted on PPRuNe in the first week, yet that was somehow worthy of lots of French press coverage.
@Confirmed Sceptic
The author, Marc Dugain, was also the owner and CEO of Protheus Airlines, sold in 2002 to Air France.
It is not Mr. Dugain who called the “British services”, but the reverse. Why to call Mr. Dugain specifically to advise him not to insist?
Perhaps he’s mistaken, with his hypothesis on Diego Garcia; but he’s the only one currently investigating. If he’s wrong, he will find nothing; if he’s right, maybe we’ll learn something.
http://www.franceinter.fr/emission-linvite-de-7h50-marc-dugain-que-les-americains-aient-arrete-lavion-est-une-possibilite
CĂ©line…I was the chief pilot of a small operation of the approximate size of Prometheus, and later an executive of a larger operator. So what? What exact expertise does any of that confer beyond an acquaintance with the plebeian realities of the place and time? From my present vantage point as the pilot of similar aircraft and a former criminal investigator I speak with intimate familiarity with both the realities of the technology and the boundless depths of the human heart.
While I applaud struggling authors everywhere, that does not translate to a desire to pay them to flesh out some second rate screen play deal.
The relationship between M. Dugain and the unnamed British “agent” was not revealed. Is he a friend? A confidant? Something more familiar? We don’t know, so why ascribe to this shadowy character, if he exists, any sinister motive? Are you willing to vouch for M. Dugain, and all of his assertions? Can you easily separate fact from fantasy?
@Confirmed Sceptic
French is my native language, and I limit myself to report what Mr. Dugain says, trying to translate it for others.
I do not personally know Mr. Dugain and I do not have to defend his views.
The “British officer” who warned him is not a friend. This is an official who has not been named. One can understand why.
I noticed that Mr. Dugain doesn’t assert anything, doesn’t express any theory, contrary to what is currently attributed to him on the net. He went to the Maldives, and tells his investigation there. It might interest some people. His goal doesn’t seem to convince. And mine is not.
@endeavour paul
Something struck me as being odd from your link.
‘Dugain points out that for the extinguisher to have floated, it must have been empty, having been automatically triggered by a fire. He adds that precedent exists in which fires on board aircraft caused all passengers and crew to die of asphyxiation, while the plane’s automated systems extinguished the blaze and kept it in the air.’
Anybody know of the precedent that supposedly exists for that type of situation? I have heard of that happening in cases of hypoxia, but never in a case with a fire.
@ Rob M, something else a little odd. While Dugain seems quite definite about the metal sphere, I’m not sure that it was ever established that the object was indeed a fire suppression tank from an aircraft, let alone one from a B777. Perhaps it was, but in the photos online, it also resembled a tank from certain types of Scuba rebreather.
M. Dugain seems to be gathering together various suggestions from online forums, perhaps as material for his next book.
The ‘9/11’ attack on Diego Garcia sounds like a scenario worthy of a fiction author such as he. But there are no skyscrapers there that we know of, and it would take very high levels of piloting skill to score a bullseye, on the first attempt, on low lying objects. And is there anything worthwhile? Maybe there is a command and control centre, or a few B52s on the ground, but really it’s an elaborate way to go about the whole exercise.
What may be a good thing about Dugain’s speculation getting into the news, is that it might help flush out genuine information from someone who actually knows something worthwhile, and who is prepared to take it public.
Even a few morsels via Wikileaks would be just fine.
Three things on fire extinguishers:
1: I have never seen a Boeing specific fire extinguisher, and I have flown almost all of them except the 777. Aviation fire extinguishers are the old yellow Halon type, but up until 15 years or so ago they were also installed on ships. And Mercedes cars, for that matter. I’d be unwilling to connect a floating, spent extinguisher with anything.
2. There are no automatic fire extinguishers on aircraft except a very tiny one in one specific location. Certainly none in the cabin or electrical compartment.
3. Pretty unusual fire to cause exactly the same actions as the pilot scenario, including the re-route yet leave intact all of the many widely separated components both underfloor and in the ceiling that are required for the satcom to work.
CĂ©line…do you not get the sense that the alleged. British agent was not issuing a veiled threat but rather a suggestion that Dugain’a time was better spent elsewhere?
@Confirmed Sceptic
Yes, it is exactly what said Dugain, a British officer called him and suggested that his time was better spent elsewhere. I don’t know if it is a threat or not.
As Raven Usher said, maybe he’s preparing a next book.
And, I agree, we need a leak.
The Malaysian narrative is that Zaharie Shah went below the floor into the Avionics bay to disconnect ACARS at 17:07 UTC, however in that aircraft ACARS operated through the Rockwell Collins VHF-920 data radio transceiver.
To disconnect ACARS one would have to disconnect the entire unit. The VHF-920 also included VHF voice radio and MH370’s ADS-C transponder, therefore disconnecting ACARS would also cut all voice and VHF voice communication at the same time.
Co-pilot Fariq Hamid spoke to Lumpur control at 17:07:55 UTC and again at 17:19 UTC. The last transponder contact was at 17:21 UTC so please explain how these kept working after the VHF-920 unit was disconnected?
Also why did Hamid not mention… “Oh by the way my captain has left his seat and disappeared into the Avionics bay.”
Don’t you think that’s a tad bizarre?
Neither the suicide nor hijack claim stack up.
Before take off ACARS signals from MH370 gave a doppler shift suggesting MH370 had a velocity of 80-90 knots. This was from an aircraft still parked at the gate.
None of the investigators on the Joint Investigation Team (JIT) have ever attempted to explain this.
In MH370 all communications devices were governed by the Rockwell Collins CMU-900. In order to maintain a data link with satellites the Automatic Frequency Control (AFC) unit uses a heat sensitive frequency oscillator which modifies the transmit frequency to match the satellite’s Doppler shift.
In my opinion only severe overheating of the avionics bay prior to take off could replicate the bizarre Doppler effect. It is also noteworthy that there was huge variance in 17 R-channel signal delays before take-off which when translated to BTO values gave a 50nm range of different distances from the satellite again whilst MH370 sat stationary.
The investigators pre-determined to ignore evidence of potential for an electrical fire in MH370. A cockpit fire scenario can explain how MH370 flew south after fire and depressurisation.
It is the grand tour through the Straits of Malacca without being seen by Indoneasian military radar which seems suspect.
I have become friends with one of Zaharie’s siblings and she advises me Fariq Hamid and her brother barely knew each other. They had no social media contact, nor any cell phone contact prior to the missing flight. Hamid had just transitioned from flying Boeing 767s so the pilots were virtually unknown to each other. The psychological profile of suicide pacts is well known and documented. Nothing in their profiles supports a theory of joint suicide pact or joint hijacking.
@Going Boeing: “If there was a frequency distortion at the gate from overheating that can be interpreted as a Doppler shift it only reinforces the view that the ACARS was about to fail and perhaps some other systems. It still doesn’t explain why the aeroplane turned around and zigzagged over Sumatra.”
That is the nub of how this whole conspiracy argument arose, yet for the first 5 days Malaysian Air Force chief, General Rodzali Daud denied that MH370 was seen on radar over the Straits of Malacca.
It was pressure from the UK AIIB who were advocating for INMARSAT who persuaded Malaysia to change position, then they issued a series of claims about an alleged flight through the Straits of Malacca each one conflicting with previous ones.
When RMAF General Daud changed his position he first claimed MH370 was over Pelau Perak at 18:40 UTC, then the alleged radar imagery provided to relatives at Beijing by Ketchum PR consultants claimed MH370 was over Pelau Perak at 18:02 UTC. Malaysia’s Civil Aviation Minister Azharrudin Abdul Rahman attacked the imagery as untrue.
Scuse my French but wtf?
And you people blindly place your faith in claims by people who can’t even agree which version of their lies is correct?
Simon,
I don’t think anyone in this discussion has faith in anything we have been told, including by your good self. Or myself. There are so many ‘fantastical’ constructs that have to be made within any of the main sets of theories that it is impossible, in my opinion, to have any certainty when it comes to the big picture, or ‘big’ explanation.
What is certain however is that the authorities in Malaysia and it would appear China and the US and perhaps in the UAE and India, do know more than they have let on (and have largely lost interest as a result).
My particular focus at the moment is on what is known in KL, and on whom or what is being protected by non-disclosure.
Correct Ben there is an odour of falsehood permeated over Malaysia’s claims since almost day one.
We know for a fact that America’s NSA invoked Executive Order 13526 against an attorney seeking disclosure about MH370 under the FOIA.
My take is that the FBI who were called in by Malaysian Police in the first few days were asked to reconcile INMARSAT’s claims which were not officially adopted until 11 March.
It seems to me that both FBI and Malaysian Police concluded the cause was criminal and ever since they have striven to fit facts to their theory rather than make an objective anlysis.
For my money I totally reject the mystery tour through Straits of Malacca as something concocted by a PR agency with photo-shopped imagery.
Conspiracy theorist respond well what about the BTO values which (allegedly) corroborate the flight around Sumatra, but my response is the BTO data is calculated about assumptions about the R-channel signal delays.
If avionics overheating caused the AFC oscillator to give erroneous signals then signal delay estimates used to calculate BTO ping rings are unreliable.
A frequency change of just 1Hz = 300km therefore it takes only a minimal error to place the 7th Arc in the wrong place.
I apologise if I caused offense however I do challenge people to open their eyes and consider other possibilities, especially when the version we’ve been fed reeks so high.
Simon,
One of the glaring matters not considered it seems by ‘us’, the ATSB (who aren’t there to consider but ‘manage’), the real investigators in KL and the Independents is the cockpit company satphone that didn’t respond to a call from base.
See here:
http://blogs.crikey.com.au/planetalking/2014/08/29/mh370-investigators-ping-media-about-important-phone-call/
I had expected follow up developments concerning the satphone, from the Independents if no-one else, but it has gone deathly silent since then.
Broadly speaking, it is said to corroborate the southward turn by MH370. But we need to know if other attempts were made to call this phone, and whether or not it remained on, but unanswered later in the flight, or whether there is any way of determining if it was subsequently switched off.
Whatever the answer to those questions, if the satphone was useful in corroborating the southwards flight of MH370, it would have been equally useful if it rang out on subsequent attempts to call it. It is difficult to believe that MH ops only tried to call that phone once.
They tried to call it twice, and both went unanswered. It’s the data from the first of those failed calls that pins the southerly turn to a particular 12 minute window of flight time. (The turn had been completed by the time of the call.) There’s been no explanation for the calls going unanswered AFAICT, just as there’s been no explanation for Simon’s groundspeed and ground BTO issues.
Where’s this “AFC oscillator temperature” thing coming from? Unconvincing IMO. Yes, RF oscillators are temperature sensitive — it was failure to allow for the temperature change in the satellite transponder’s local oscillator due to eclipsing sunlight that sent us back to the far south of ping ring 7 a couple of months back. But the aircraft satcom is a very different device. Yes there will be a temperature effect, and how that affects calcs I do not know, but explanation hardly seems to require overheating and fire.
But (to flog the personal deceased equine), where’s that re-enactement, over and over, on similar hardware, to verify the data model? Not happening, and so far we’re not finding the damn thing, despite looking hard right where both JACC and “independent” experts agree it should be. Pretty soon we’re either going to have to give up, or try something else.
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