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Malaysian MH370 777 airliner hacked? then 'disappears'
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fish5133
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PostPosted: Thu Jul 03, 2014 6:53 pm    Post subject: Reply with quote

Possibly the wrong topic but one way to dispose of a "missing" airliner


Quote:
US Warns Of Terror Threat To Ugandan Airport

US authorities have warned of a "specific threat" to Entebbe Airport in Uganda later today.

The US embassy in Kampala said Ugandan police had informed them that intelligence sources believe there could be an attack by an unknown terrorist group.

In a statement the embassy said the threat was apparently aimed for "today, July 3rd, between the hours of 2100-2300".

It added: "Individuals planning travel through the airport this evening may want to review their plans in light of this information."

Although the embassy did not name any group, al Qaeda-linked Shebab insurgents have claimed recent attacks in Kenya and Djibouti, and at home in Somalia.

Ugandan Army spokesman Paddy Ankunda said troops had been deployed at the airport and in the capital, some 35km (20 miles) from Entebbe.

"People must be vigilant in the face of this threat, report any suspicious individuals seen in their areas," he said, calling on people to "stay calm and alert."

The Ugandan alert comes after security at British airports was increased following warnings from the US that terrorists are developing bombs that can be smuggled on to planes without detection.

US Homeland Security chief Jeh Johnson said he had asked officials to "implement enhanced security measures in the coming days at certain overseas airports with direct flights to the United States".

A statement issued by the US Department for Homeland Security said: "We are sharing recent and relevant information with our foreign allies and consulting the aviation industry.

"These communications are an important part of our commitment to providing our security partners with situational awareness about the current environment and protecting the travelling public."

Transport Secretary Patrick McLoughlin said the additional security was not expected to cause "significant" disruption to flights.

He told Sky News: "There will be extra security checks but they will be made in the course of events people already go through and I hope there will not be significant delays."

But British aviation security expert Philip Baum said heightened security will inevitably mean longer queues and increased waiting times to board flights at UK airports.

"It will mean (more) random searches, secondary searches and an increase in the number of passengers asked to remove shoes and possibly all passengers being asked to remove shoes if they're going on certain flights," he said.

US officials said their general security warning followed intelligence reports that Islamist groups in Yemen and Syria had joined forces to prepare an attack on the US.

Bomb-makers from al Nusra Front, al Qaeda's affiliate in Syria, and Yemen-based al Qaeda in the Arabian Peninsula (AQAP) are believed to be working together to develop the new devices.

According to ABC News, they are trying to build non-metallic bombs that could evade metal detectors.

In consequence security enhancements are likely to include greater scrutiny of US-bound passengers' electronics and footwear and installation of additional bomb-detection machines.

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PostPosted: Thu Jul 03, 2014 7:05 pm    Post subject: Reply with quote

I wonder how long it will be before the general population wake up to the constant bullsh1t blizzard?
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PostPosted: Sun Jul 13, 2014 11:59 am    Post subject: Reply with quote

Emails shed new light on UK link to CIA 'torture flights'
http://www.theguardian.com/world/2014/jul/12/uk-cia-torture-flights-re ndition-programme
Police given crucial logs about Diego Garcia's role in rendition programme when it was allegedly used as a secret prison
Jamie Doward and Ian Cobain - The Observer, Saturday 12 July 2014 21.36 BST

Crucial logs revealing flights to a British overseas territory when it was allegedly used as a secret US prison are in the possession of the police, theObserver has learned.

The revelation has raised concerns about why, despite repeated demands, details of the flights have not been shared with lawyers and MPs, who for years have been investigating the role played by Diego Garcia, an atoll in the Indian ocean, in the CIA's extraordinary rendition programme.

A Whitehall official was photographed last week carrying documents marked "sensitive" confirming that the logs recording details of planes landing and taking off at the atoll have been handed to detectives. The documents, a series of printed emails and handwritten notes made by the official, reveal internal Foreign Office discussions about the line to take in response to questions about the British territory raised by lawyers and MPs.

The Foreign Office has repeatedly stressed there is no evidence Diego Garcia was used in the rendition programme, with the exception of two occasions in 2002 when two planes, each carrying a detainee, landed to refuel. But in April leaked classified CIA documents from a forthcoming US Senate intelligence committee report revealed that the US had held "high value" detainees on Diego Garcia, which has been leased by Britain to the US since 1966, with the "full co-operation" of the British government. The Metropolitan police are currently investigating allegations that an opponent of Colonel Muammar Gaddafi was rendered via Diego Garcia.

Attempts to obtain the logs, which would allow lawyers to check them against planes known to have been used for rendition, have met with stonewalling from ministers. When Andrew Tyrie, the Tory MP who is chair of the all-party parliamentary group on extraordinary rendition, demanded to see the logs in 2008, he was told "a thorough review had been conducted which had found no such information".

The Commons intelligence and security committee has also complained in its annual reports that a lack of access to such documents compromised its ability to carry out an effective investigation into rendition, resulting in the publication of an inaccurate and misleading report. Last week, in an astonishing new twist, the Foreign Office revealed in a parliamentary answer to Tyrie that the flight logs existed, but maintained some had been lost "due to water damage". Foreign Office minister Mark Simmonds said: "Daily occurrence logs, which record the flights landing and taking off, cover the period since 2003. Though there are some limited records from 2002, I understand they are incomplete due to water damage."

However, blowups of the photographed emails reveal that both "monthly log showing flight details" and "daily records [obscured] month of alleged rendition" exist and are in the possession of the police.

"All relevant treaties, UN mandates and an ever-increasing body of authoritative court rulings demand that investigations into suspected state involvement in the mechanisms of torture, including rendition, be speedy, transparent and far-reaching," said Gareth Peirce, a lawyer for several Guantánamo detainees.

"If answers to Andrew Tyrie's direct questions have contained no mention of highly relevant logs seemingly at all times in the possession of police, then the FCO [Foreign and Commonwealth Office] has marched this country into clear violation of its most fundamental legal obligations."

"The FCO should immediately release all documents, including the water-damaged ones, so a proper assessment can be made of this material and what it means," said Cori Crider of human rights group Reprieve. "Only this can begin to address the decade-long whitewash of Diego Garcia's position in the CIA secret prison system."

An FCO spokeswoman said: "We do not comment on internal documents."

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PostPosted: Thu Jul 17, 2014 4:53 pm    Post subject: Reply with quote

Malaysian 777 shot down in Ukraine???!!!

Coincidence City! What are the chances! Rolling Eyes

http://www.theguardian.com/world/2014/jul/17/malaysia-airlines-plane-c rash-east-ukraine

Quote:
A passenger jet has crashed in eastern Ukraine in an area where separatist rebels have been engaging Ukrainian military forces in recent weeks.

Ukrainian official Anton Gerashchenko said 280 passengers and 15 crew were on board.

Dozens of bodies were scattered around the smouldering wreckage of the plane, near the village of Grabovo, about 25 miles from the Russian border, according to a Reuters reporter at the scene.

Local emergency workers said at least 100 bodies had been found so far, and wreckage was scattered across an area nine miles in diameter.

Malaysia Airlines said via its Twitter feed: "Malaysia Airlines has lost contact of MH17 from Amsterdam. The last known position was over Ukrainian airspace. More details to follow."

A source in the Russian aviation industry told Reuters that the plane did not enter Russian airspace when expected and had crashed in eastern Ukraine.
Smoke reportedly from Malaysian Airlines plane crash in Ukraine Local TV images purporting to show Malaysia passenger airliner MH17 crashing in Ukraine near the Russian border. Photograph: Universal News And Sport (Europe)

Gerashchenko, an adviser to Ukraine's interior minister, wrote on his Facebook page that the plane had crashed in Ukrainian territory after being hit by a missile fired from a Buk launcher. Associated Press said one of its journalists had seen a similar launcher near the town of Snizhne earlier on Thursday.

Leaders of the self-declared Donetsk people's republic denied any involvement, according the Interfax news agency. A member of the republic's security council said the rebels only have weapons able to shoot down a plane at 3,000 metres and blamed Ukrainian military forces for the attack.

...

The report of the crash comes four months after Malaysia Airlines flight MH370 vanished on a flight from Kuala Lumpur to Beijing with 239 people on board, two-thirds of them Chinese citizens. It has yet to be found despite a massive international search, which is still ongoing, but Malaysia Airlines has said it believes everyone on board died when the plane crashed into the southern Indian Ocean. [ed note: based on no evidence]

....

The cause of MH370's disappearance remains a mystery, with investigators suggesting the plane was deliberately diverted from its course, but there was no way of knowing whether the pilots were responding to an emergency or whether there was malicious intent.

That aircraft was a Boeing-777 – the same kind of plane as flight MH17.
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PostPosted: Thu Aug 07, 2014 11:32 am    Post subject: Reply with quote

Malaysian MH370 MH17 motive?
Israel Charged with War Crimes & Genocide. Complete Judgment of Kuala Lumpur Tribunal
http://shar.es/LQQBU


THE KUALA LUMPUR WAR CRIMES TRIBUNAL
20 – 25 NOVEMBER 2013
Case No. 3 – CHG – 2013

The Kuala Lumpur War Crimes Commission
Against
Amos Yaron
Case No. 4 – CHG – 2013

The Kuala Lumpur War Crimes Commission
Against
The State of Israel

http://www.globalresearch.ca/israel-charged-with-war-crimes-and-genoci de-complete-judgment-of-kl-tribunal/5359433

The Kuala Lumpur War Crimes Tribunal (Tribunal) reconvened on 20 November 2013 to hear two charges against Amos Yaron (first Defendant) and the State of Israel (second Defendant). The first Defendant was charged with war crimes, crimes against humanity and genocide, whilst the second Defendant was charged with the crime of genocide and war crimes.

The charge against the first Defendant is as follows –

“The Defendant Amos Yaron perpetrated War Crimes, Crimes Against Humanity, and Genocide in his capacity as the Commanding Israeli General in military control of the Sabra and Shatila refugee camps in Israeli occupied Lebanon in September of 1982 when he knowingly facilitated and permitted the large-scale Massacre of the Residents of those two camps in violation of the Hague Regulations on Land Warfare of 1907; the Fourth Geneva Convention of 1949; the 1948 Genocide Convention; the Nuremberg Charter (1945), the Nuremberg Judgment (1946), and the Nuremberg Principles (1950); customary international law, jus cogens, the Laws of War, and International Humanitarian Law”

The charge against the second Defendant [State of Israel] is as follows –

“From 1948 and continuing to date the State of Israel (hereafter ‘the Defendant’) carried out against the Palestinian people a series of acts namely killing, causing serious bodily harm and deliberately inflicting conditions of life calculated to bring about physical destruction.

The conduct of the Defendant was carried out with the intention of destroying in whole or in part the Palestinian people. These acts were carried out as part of a manifest pattern of similar conduct against the Palestinian people.

These acts were carried out by the Defendant through the instrumentality of its representatives and agents including those listed in Appendices 1 and 2.

Such conduct constitutes the Crime of Genocide under international law including the Convention on the Prevention and Punishment of Genocide 1948 (‘the Genocide Convention’) in particular Article II and punishable under Article III of the said Convention.

It also constitutes the crime of genocide as stipulated in Article 10 of the Charter of the Kuala Lumpur Foundation to Criminalise War.

Such conduct by the Defendant as an occupying power also violates customary international law as embodied in the Hague Convention of 1907 Respecting the Laws and Customs of War on Land, and the Fourth Geneva Convention of 1949.

Such conduct also constitutes War Crimes and Crimes against Humanity under international law.”

The charges (together with the particulars of the charges) had been duly served on the Defendants, and were read in open court by the Registrar as these proceedings commenced.

Neither Defendant was present in these proceedings, but both were represented by the Amicus Curiae-Defence Team.

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PostPosted: Fri Aug 08, 2014 9:39 pm    Post subject: Reply with quote

FLIGHT CONTROL: Boeing’s ‘Uninterruptible Autopilot System’, Drones & Remote Hijacking:
http://21stcenturywire.com/2014/08/07/flight-control-boeings-uninterru ptible-autopilot-system-drones-remote-hijacking/?

'Following the apparent ‘vanishing act’ of Malaysian Airlines flight MH370, many investigators and researchers began to question the likelihood of such an event happening in today’s high-tech world. Here at 21WIRE, we’ve also looked into the unprecedented disappearance of MH370 and the subsequent downing of MH17, as certain details have come to light regarding the history of the autopilot function within Boeing commercial airliners, seemingly opening the door to the events of 9/11…

The Boeing 777 along with other Boeing models, can in fact be flown remotely through the use of independent embedded software and satellite communication. Once this advanced system is engaged, it can disallow any pilot or potential hijacker from controlling a plane, as the rooted setup uses digital signals that communicate with air traffic control, satellite links, as well as other government entities for the remainder of a flight’s journey.

This technology is known as the Boeing Honeywell ‘Uninterruptible’ Autopilot System...'


'..Some of McConnell’s latest findings along with his partner Hawkins, have connected MH370′s disappearance to British multinational Serco, as many of the UK’s defense functions were granted to Serco throughout the years, including “Skynet satellite military communications necessary for a remotely-controlled hijack.” Over the years, Serco has been outsourced to provide support for various enterprises by governments all over the world, heading up air traffic control services throughout many parts of the globe, maritime security, outfitting operations for modes of transportation such as buses and metro systems, running security operations for private prisons, all while overseeing Britain’s military ballistic munitions and nuclear arsenal since 1964 – as a complex project management provider...'

'..In a YouTube report by James Corbett we see a how the questions of MH370, could lead us to the answers of 9/11…

https://www.youtube.com/watch?v=4Nt4Z1tUHgE

Revelations of a pilot

The idea of an uninterruptible remote controlled commercial airliner may be shocking to some, but during 21WIRE’s examination of missing flight MH370, we came across retired Delta pilot, Field McConnell, a 35-year flight veteran who cites that since 1995, who has testified in a US court as to the existence of such systems.

There is some evidence to suggest that these may have been operational in some Airbus planes since 1989. At the start of this article, there were several publications that discussed the controversial autopilot feature a year prior to a subsequent lawsuit by McConnell in February of 2007, and according to his documents, the modification was reported to the FAA, NTSB and ALPA ( airline pilots association). Apparently due to McConnell’s lawsuit, Boeing was is said to have stated that by end of 2009 all Boeing planes would be fitted with the BHUAP - making them impossible to manually hijack within the plane but susceptible to remote control by the military, according the flight veteran.

In addition to the advanced avionics avoiding manual hijack through its systems, the AFDS-770 Autopilot Flight Director System, according McConnell, is said to be a ‘slave’ of the Flight Management System making the ‘remote hijacking’ of anything other than entities linked to the FMS and its fellow operating systems unlikely – if not impossible. Boeing’s Areo Magazine described the FMS as “designing and implementing automated flight paths.”

Although the investigative site Abel Danger has had many controversial claims over the years through the collaborative work of McConnell and Forensic Economist David Hawkins, it does seems as though the lid has come off in regards to the historical record of the Boeing Honeywell uninterruptible autopilot, as numerous references have surfaced online recently, including a brand new Wikipedia page created in July. While Wikipedia itself isn’t considered a noted reliable source, the page for BHAUP does have links to other major media outlets discussing the glass cockpit system, including Boeing’s own acknowledgement of the system. There was even an article that appeared 11 years ago in August of 2003, on the popular technology site for Wired magazine, linked to a Wall Street Journal report entitled, “Flying Safety Put on Auto-Pilot,” a feature that discussed the auto-pilot systems already in place:

“Airbus and Honeywell are close to perfecting technology that takes control of airplanes to prevent them from crashing into obstacles, The Wall Street Journal reports. When audible warnings from crash-avoidance systems are ignored, the system overrides actions by the pilot and takes evasive maneuvers, the newspaper said.”

“The system would link crash-warning devices, already common on airliners, with cockpit computers that could automate flying to prevent collisions, executives from Honeywell (HON) said.“

Another development that helped with flight navigation of airliners was the Future Air Navigation System (FANS) with Boeing and Honeywell once again at the precipice of avionics advancement, as FANS used GPS to navigate through remote areas or oceans of the world. The feature was also said to have given an airline operator the ability to upload alternate flight paths.

In November of 2013, there was a federal register for 777-200 ER Boeing’s, stating that there were modifications done to the electrical based systems to prevent unauthorized internal access in the aircraft.

Other documented evidence of communication development within a Boeing 777, comes from Philip Birtles, in his book, “Boeing 777 – Jetliner for a New Century:”

“Honeywell’s massive effort on the 777 involved over 550 software developers. The company built the AIMS computer as a custom platform based on the AMD 29050 processor. It was unique among aviation systems for integrating the other computers’ functions; in other systems, each function resides in a different box [the central maintenance had its own box with its own input/output (I/O), its own central processing unit (CPU), etc.]. AIMS combines all these functions and shares the CPU and I/O among them: it uses the same signals for flight management and for displays, so that the data comes in only once instead of twice; one input circuit provides data to all of the functions.”



In McConnell’s message about the airline industry, he has claimed that are other examples of aircraft being downed remotely, including Air France’s flight 447, Adam Air 574, Kenya Airways 507.

McConnell also mentions the ‘autoland’ and ‘autobrake’ feature for Boeing 777 plane, as it was referenced in the above NASA portion of this article. Additionally, the Malaysian Airlines Boeing 777′s are outfitted the ACARS communication systems as well as satellite links through SATCOM according to Honeywell. The satellite/GPS based autopilot features of today owe quite a bit the Quartz Rate Sensor used primarily in drone UAV’s.

Some of McConnell’s latest findings along with his partner Hawkins, have connected MH370′s disappearance to British multinational Serco, as many of the UK’s defense functions were granted to Serco throughout the years, including “Skynet satellite military communications necessary for a remotely-controlled hijack.” Over the years, Serco has been outsourced to provide support for various enterprises by governments all over the world, heading up air traffic control services throughout many parts of the globe, maritime security, outfitting operations for modes of transportation such as buses and metro systems, running security operations for private prisons, all while overseeing Britain’s military ballistic munitions and nuclear arsenal since 1964 – as a complex project management provider...'

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PostPosted: Sun Aug 10, 2014 8:58 pm    Post subject: Reply with quote

Hidden technology: remote takeover of commercial airliners
FLIGHT CONTROL: Boeing’s ‘Uninterruptible Autopilot System’, Drones & Remote Hijacking
http://21stcenturywire.com/2014/08/07/flight-control-boeings-uninterru ptible-autopilot-system-drones-remote-hijacking/

AUGUST 7, 2014 BY SHAWN HELTON 2 COMMENTS
Shawn Helton
21st Century Wire

Following the apparent ‘vanishing act’ of Malaysian Airlines flight MH370, many investigators and researchers began to question the likelihood of such an event happening in today’s high-tech world. At 21WIRE, we’ve also looked into the unprecedented disappearance of MH370 and the subsequent downing of MH17, as certain details have come to light regarding the history of the autopilot function within Boeing commercial airliners, seemingly opening the door to the events of 9/11…

The Boeing 777 along with other Boeing models, can in fact be flown remotely through the use of independent embedded software and satellite communication. Once this advanced system is engaged, it can disallow any pilot or potential hijacker from controlling a plane, as the rooted setup uses digital signals that communicate with air traffic control, satellite links, as well as other government entities for the remainder of a flight’s journey.

This technology is known as the Boeing Honeywell ‘Uninterruptible’ Autopilot System.

The mere existence of this technology would most certainly provide the final piece to a number of seemingly unsolved airline disaster puzzles in recent years…

IMAGE: ‘A jet for the 21st century’ – An interior view of a Boeing 777-200 ER cockpit (Photobecuo.com).

In the case of MH370, the aircraft’s Rolls Royce Trent 892 Engines sent ‘automated pings’ independent of the plane’s transponder, to a British Inmarsat satellite for several hours after subsequently losing contact with air traffic controllers. The automated information gave an up-to-date diagnosis as to the well being of the two engines, which according to data received, were fully operational and showed no signs of electrical damage. Rolls Royce has a partnership that requires the engine to transmit live data to its global engine health monitoring center in Derby, UK, every 30 minutes. Investigators are said to have used the ACARS information uploaded to the engine maker.

Uninterruptible flight control

On December 4th of 2006, it was announced that Boeing had won a patent on an uninterruptible autopilot system for use in commercial aircraft. This was the first public acknowledgment by Boeing about the existence of such an autopilot system.

The new autopilot patent was reported by John Croft for Flight Global, with the news piece subsequently linked by a Homeland Security News Wire and other British publications around the same time. According to the DHS release, it was disclosed that “dedicated electrical circuits” within an onboard flight system could control a plane without the need of pilots, stating that the advanced avionics would fly the aircraft remotely, independently of those operating the plane:

“The “uninterruptible” autopilot would be activated – either by pilots, by onboard sensors, or even remotely via radio or satellite links by government agencies like the Central Intelligence Agency, if terrorists attempt to gain control of a flight deck.”

The Flight Global news wire goes on to report that the uninterruptible autopilot system was designed for increased security in the event of a manual hijacking situation, as Boeing itself describes the feature as a preventative measure, keeping unauthorized persons out of a cockpit, setting the stage for an industry wide safety protocol:

“There is a need in the industry for a technique that conclusively prevents unauthorised persons for gaining access to the controls of the vehicle and therefore threatening the safety of the passengers onboard the vehicle, and/or other people in the path of travel of the vehicle, thereby decreasing the amount of destruction individuals onboard the vehicle would be capable of causing.”

Additionally, in the article entitled, “Diagrams: Boeing patents anti-terrorism auto-land system for hijacked airliners,” Croft outlines the clandestine oversight that government has with respect to the uninterruptible autopilot, making note of the auto-land function of the system and stating thatthe technology has its own power supply self-sufficient of the the aircraft:

“To make it fully independent, the system has its own power supply, independent of the aircraft’s circuit breakers. The aircraft remains in automatic mode until after landing, when mechanics or government security operatives are called in to disengage the system.”

Boeing and Honeywell have been heavily involved in UAV technology for both civilian and military applications. Some researchers have suggested that both corporations could ‘recoup’ the cost of their applied science technology for military development from the commercial sector. It has also been said that Boeing and Honeywell developed existing patents for the Department of Defense for over 40 years including the BHAUP system.

A pilotless pursuit with precision guided munitions

The idea of remote controlled avionics is nothing new.

In actuality, ‘fly-by-wire‘ electronic signal technology has its roots in the early 20th Century and if you go back even further the realization of unmanned aerial vehicles (UAV’s) takes us back to 1849, where Austria was said to have launched 200 pilot-less bombs filled balloons over the city of Venice, resulting in the Republic of San Marco being besieged by Austrian forces less than a week later. Additionally, in 1898, the well-known inventor and engineer Nikola Tesla, had successfully demonstrated remote control technology through the creation of two small radio powered boats.

The advancement of radio controlled unmanned aircraft was seen during WW1 with the ‘pilot-less’ biplane and aerial torpedo known as the Kettering Bug, a primitive UAV that according to some estimates, was capable of hitting ground targets 40 miles away.

The ‘Bug’ had a similar method to the Wright Brothers dolly track system powered flights of the early 1900 s but needed a better autopilot function, which prompted Kettering to enlist American engineer and inventor Elmer Sperry with his gyroscopic stabilizers that revolutionized the autopilot feature and with it the concept of remote control flight.

IMAGE: ‘Blood & Bones’ – Charles Kettering’s ‘Bug’ UAV, he was also known for his discovery and production of tetra-ethyl lead or TEL apparently left over 5 million toxic tons of the substance within the United States. It has been said there were vast implications of TEL genetically speaking, particularly in terms of the amount of lead exposure in humans, leading to blood, bone and cell toxicity (Photo commons.wikimedia.org).

Coincidentally, as Charles Kettering‘s ‘Bug’ biplane gained notoriety, Kettering’s research team discovered the high-octane booster called tetra-ethyl lead (TEL) which prompted the interest of several manufacturer’s from around the globe, notably, the Rockefeller’s Standard Oil Company, GM, Ethyl Gasoline Corporation and the Nazi-linked chemical corporation IG Farben before the second world war. A consortium of American companies were openly engaged in fueling the development of many of the Nazi party’s military pursuits, as the occupying faction latched on to the pilot-less Kettering Bug concept, creating a fleet of their own unmanned flying-projectiles known as Buzz Bombs, which tormented London during WW2.

Later, under Operation Paper Clip, the Joint Intelligence Objectives Agency (JIOA) employed many of the scientists and engineers affiliated with the applied military development for the Nazi party, including a division of scientists working on remote control technology. The former German operatives were scrubbed and ‘bleached’ of their dark past, as they were allowed to work for the United States government unbeknownst to the vast majority of public at the time.

In the mid 1940 s, there was a strong push for remote controlled flying vehicles like the GB-1 Glide Bomb, along with several other UAV drone-types that had been developed for various military operations towards the end of the World War. The GB-4 could engage targets via a television camera located underneath its warhead but could only function properly in the best weather conditions.

Around this same time, the disastrous Operation Aphrodite was conducted using B-17 s and B-24 s with a gutted interior. They were fully loaded with Torpex explosives. While manned crews operated the first part of the journey, later the crew would attempt to parachute out over the English Channel, giving control of the craft over to a manned mothership remotely, communicating with ground control units.

In 1944, apparently flying a B17 Flying Fortress (although some suggest it could have been a different aircraft), Lt Joseph Kennedy and co-pilot Lt Wilford John Willy failed the manned portion of their mission, as the pair were unable to parachute out before the aircraft’s explosives detonated supposedly due to an electrical malfunction, marking the demise of the military operation. Kennedy’s alleged target was the underground Nazi military complex, the Fortress of Mimoyecques. The operation is said to have had only one successful mission after a dozen or so failed flights operations.

In 1946, the Pilotless Aircraft Branch was created during the rise of the RAND corporation’s first classified projects, as it has been said that RAND research began looking into satellite controlled vehicles, noting that satellites could be applied to all types of military and civilian applications in the future.

The creation of combat UAV’s

In March of 1996, the RQ-3 DarkStar drone manufactured by Lockeed Martin and Boeing, could make an entirely human free flight, with its operating ‘sensors’ acquiring targets and the transmission of flight path information in a ‘fully autonomous’ way. It is also important to note that the programming language used in a Boeing 777, is the same language used for Boeing’s DarkStar drone – Ada-95 programming.

The blend of old bomb-based UAV’s and surveillance drones took shape in the late 90 s with many advancements made to the electronic systems during the 80 s, including the addition of real-time spy capabilities.

The creation of the War on Terror, along with 9/11, ushered in a whole new realm of defense spending for armed drone technology, marking the age of weaponized UAV’s, with the Global Hawk, Predator and Reaper drones used in the extrajudicial killing of targeted individuals and enemy combatants with or without a ‘hot’ battlefield, which has become the most lucrative business model for defense contractors and the military industrial complex since the turn of the century.

IMAGE: ‘Battle of the Atlantic’ – The Royal Air Force Consolidated B-24 Liberator. The RAF operated most of the first production of the B-24 s when they were completed. During Operation Aphrodite some were converted to be used in manned/unmanned missions (Photoairspacemag.com).

IMAGE: ‘Combat Dawn’ The Ryan Aeronautical Lightning Bug, along with the Ryan Firebee drone missions consisted primarily of intelligence gathering, radio monitoring and reconnaissance. Both were controlled remotely to spy on China, North Korea and Vietnam, during the 60 s and 70 s. The Vietnam War spy drones were the basis for the use of modern drones (Photounderstandingtheempire.com).

Remote control over commercial aircraft

The NASA Dryden Flight Research Center and the Federal Aviation Administration (FAA) joined efforts for a remote controlled flight experiment called the Controlled Impact Demonstration(CID), in 1984.

The test conducted included the use of a remote controlled Boeing 720 aircraft to study the ‘effectiveness’ of anti-misting kerosene or (AMK), during what was considered to be a survivable impact. The AMK was added to standard jet fuel to suppress the explosion upon the purposeful impact. This is the description of what happened during the flight experiment according to NASA’s own website:

“On the morning of December 1, 1984, a remotely controlled Boeing 720 transport took off from Edwards Air Force Base (Edwards, California), made a left-hand departure and climbed to an altitude of 2300 feet. It then began a descent to-landing to a specially prepared runway on the east side of Rogers Dry Lake. Final approach was along the roughly 3.8 degree glide slope. The landing gear was left retracted. Passing the decision height of 150 feet above ground level (AGL), the aircraft was slightly to the right of the desired path. Just above that decision point at which the pilot was to execute a “go-around,” there appeared to be enough altitude to maneuver back to the centerline of the runway. Data acquisition systems had been activated, and the aircraft was committed to impact. It contacted the ground, left wing low. The fire and smoke took over an hour to extinguish.”


IMAGE: ‘ Remotely Downed’ – This was an interior picture of the Boeing 720 that was used in the Controlled Impact Demonstration in 1984 via remote control telemetry systems (Photodfrc.nasa.gov).

The controlled impact operation was outlined as an innocuous flight study for safety but its important to keep in mind that this was one of the first pieces of evidence that a large commercial airliner could be flown by remote uplink and ‘pulse code modulated’ downlink telemetry systems – a full 17 years before 9/11, and 30 years before the apparent disappearance of MH370.

Uplink signals were sent from a ground cockpit control to the aircraft’s omnidirectional antenna proving a large Boeing could be flown remotely nearly two decades before the September 11th tragedy:

“The aircraft was remotely flown by NASA research pilot Fitzhugh (Fitz) Fulton from the NASA Dryden Remotely Controlled Vehicle Facility. Previously, the Boeing 720 had been flown on 14 practice flights with safety pilots onboard. During the 14 flights, there were 16 hours and 22 minutes of remotely piloted vehicle control, including 10 remotely piloted takeoffs, 69 remotely piloted vehicle controlled approaches, and 13 remotely piloted vehicle landings on abort runway.”


IMAGE: ‘Drone Jet’ - NASA’s N833NA, was a remotely-piloted Boeing 720 airliner, here you see it making a practice approach over the impact zone on Rogers Dry Lake, California on December 1st, 1984, following 4 years of preparation. The crash test was widely regarded as a complete failure in terms of the flame-reducing fuel additive, but the real prize was remotely flying a huge airliner, which was a soaring success (Photo thisdayinaviation.com).

The YouTube video below has the original footage of the CID crash test conducted in 1984, showing that the Boeing 720 was remote controlled with ease before its intended impact…



In October of 2001, Raytheon designed and successfully developed a GPS ground station through an Air Force contract with the Joint Precision Approach and Landings System (JPALS) program. This system was said to be an anti-jam landing system for various weather conditions with “planned civil systems utilizing the same technology.”


Raytheon and JPALS conducted 6 automated landings with the JPALS feature configured on the Boeing 727:

“The FedEx Express 727-200 aircraft at Holloman successfully conducted a total of sixteen Category I approaches. After completing a number of pilot flown approaches for reference the aircraft conducted six full autolands using the JPALS ground station. “The consistency of the approaches allowed us to proceed to actual autolandings with very little delay,” said Steve Kuhar, Senior Technical Advisor Flight Department for FedEx Express.”

9/11 & remote technology

After the 9/11 attacks on the Pentagon and World Trade Center, President Bush called for the creation of remote control systems in commercial airliners in the event of an emergency, granting air traffic controllers along with other government agencies control over an aircraft – for its final intended destination.

Based on history, we know that the Flight Management Systems within Boeing models are capable of assisting the entire flight through its remote autopilot functions at least since 1984, well before Bush’s politically charged ‘remote control’ flight claim in the aftermath of 9/11.

In the mid-80 s, the coded software on the plane would send data to ground control stations, accepting any return flight information or auto-land command. In addition to civilian aircraft being flown remotely before it was acknowledged, the U.S. Air Force apparently constructed an F-106 Delta Dart fighter to be controlled remotely on a combat mission in 1959 under the direction of the North American Aerospace Defense Command (NORAD).

There is also a long held theory that the company Lufthansa, Germany’s state owned airline, had their onboard flight controls stripped from its fleet during the mid 1990 s for fear that the American government could hack into the airline’s autopilot systems. This idea has been loosely associated with the interview of former German Defense Minister Andreas von Bülowconducted by Stephan Lebert for the German Daily discussing some of the major anomalies in the events surrounding 9/11:

“There is also the theory of one British flight engineer: According to this, the steering of the planes was perhaps taken out of the pilots’ hands, from outside. The Americans had developed a method in the 1970s, whereby they could rescue hijacked planes by intervening into the computer piloting [automatic pilot system].”

Von Bülow continued by outlining the difficulty of pulling off such a cataclysmic plot without a massive support apparatus from state run operations:

“I can state: the planning of the attacks was technically and organizationally a master achievement. To hijack four huge airplanes within a few minutes and within one hour, to drive them into their targets, with complicated flight maneuvers! This is unthinkable, without years-long support from secret apparatuses of the state and industry.”

It’s difficult to know if Von Bülow’s account of the alleged British flight engineer is completely true, but many researchers and investigators have cited a man by the name of Joe Vallis, as the apparent insider engineer, who according to other sources, was said to have spilled state secrets about the alleged remote control ‘Home Run’ technology supposedly involving two American multinational corporations and DARPA, during the 1970 s.

Critics have charged that Vallis was nothing more than an agent provocateur with ties to British intelligence, sending internet sleuths on a fruitless journey.

Whether or not Vallis was a real whistleblower – or a partially mythologized creation following 9/11, its important to remember that there are autopilot patents similar to the kind that were supposedly discussed by Vallis and when you couple that with the entire history remote control technology, a compelling case begins to emerge, as advanced uninterruptible autopilot avionics could have been in full use prior to 9/11.

Here’s a YouTube clip of the former German Member of Parliament and Government Defense Minister discussing the manufactured nature of 9/11 and the profitable War on Terror that followed…


There are so many questions when looking at 9/11 and one of the more important topics that keeps coming up over the years, is the unlikely act that inexperienced terror-pilots were able to precisely fly a Boeing 767, or 757 with almost zero room for error into the Pentagon and WTC buildings, as it has been said that flight UA 175 maintained a constant ‘angle of bank’ that stretched for apparently 1.2 miles, before it collided with WTC 2, prompting many investigators to hypothesize the possibility of remote control flight, including 9/11 researcher, Aidan Monaghan,in an article for Boiling Frogs Post:

“The observed turn stability favors the use of autopilot operation, either functioning in a conventional course control mode or in Control Wheel Steering (CWS) mode. The probability that either of these two control systems were used is discussed. Flight deck images of United and American airlines 757s and 767s suggest that such CWS functions may have been disabled circa 2001. Constant radius turns utilizing plotted waypoints during commercial aviation operations are routinely supported by augmented GPS navigation service and related commercial Flight Management Systems (FMS) available circa 2001.”

The historical context of the Boeing Honeywell Uninterruptible Autopilot Patent

In 1914, the American multinational conglomerate known as Honeywell,
began acquiring and merging with various companies to create Honeywell Aerospace and was well on its way to becoming the largest manufacturer of aircraft engines and avionics.

Historically speaking, the Sperry Corporation held the very first autopilot patent in 1916 and in August of 1956, Honeywell had its first autopilot patent, ushering the race for future UAV technology in its multifaceted applications with the Automatic control apparatus for aircraft patent US 2953329 A. Through Honeywell’s acquisition of many aerospace and avionics based companies a number of patents for future use were consolidated under their ownership. From the 1950 s through the 1980 s Honeywell had many technological breakthroughs, whether it was the Ring Laser Gyroscope in 1958, a device that determined acceleration information for navigation and better flight control, or the Glass Cockpit digital displays of 1980, which was driven by the Electronic Flight Instrument System (EFIS) software, both of these advances in avionics were vital to the creation of the uninterruptible autopilot, as its combined precursor.

Boeing filed for a patent called “Composite Aircraft” in 1954 that related to the ‘method and means’ to control an airliner.

In 1984 and 1986, Honeywell had two very important patents pertaining to the modernization of Flight Management System technology, both helping with the integration of automated flight digital data processing and in 1995, Boeing filed a patent for an “alternate destination planner,” to be used in conjunction with other Honeywell patents.

In 1995, Boeing and Honeywell participated in the Category III-b flight test conducted at NASA’s Wallops Island, Virginia, using a Boeing 757 completing a number of automated landings. The functionality of automated flight returns benefited greatly from the realization of global positioning systems (GPS) around that time.

There are many other patents between Boeing and Honeywell that also aided in the development of the BHAUP system. Airline manufacturers and avionics makers benefited greatly from theTechnological Revinvestiment Project TRP) that was put in place by President Clinton in 1993, as the TRP was said to grant funds to certain companies of ‘merit’ for products that had both a civilian and military purpose.

In a YouTube report by James Corbett we see a how the questions of MH370, could lead us to the answers of 9/11…



Revelations of a pilot

The idea of an uninterruptible remote controlled commercial airliner may be shocking to some, but during 21WIRE’s examination of missing flight MH370, we came across retired Delta pilot, Field McConnell, a 35-year flight veteran who cites that since 1995, who has testified in a US court as to the existence of such systems.

There is some evidence to suggest that these may have been operational in some Airbus planes since 1989. At the start of this article, there were several publications that discussed the controversial autopilot feature a year prior to a subsequent lawsuit by McConnell in February of 2007, and according to his documents, the modification was reported to the FAA, NTSB and ALPA ( airline pilots association). Apparently due to McConnell’s lawsuit, Boeing was is said to have stated that by end of 2009 all Boeing planes would be fitted with the BHUAP - making them impossible to manually hijack within the plane but susceptible to remote control by the military, according the flight veteran.

In addition to the advanced avionics avoiding manual hijack through its systems, the AFDS-770 Autopilot Flight Director System, according McConnell, is said to be a ‘slave’ of the Flight Management System making the ‘remote hijacking’ of anything other than entities linked to the FMS and its fellow operating systems unlikely – if not impossible. Boeing’s Areo Magazine described the FMS as “designing and implementing automated flight paths.”

Although the investigative site Abel Danger has had many controversial claims over the years through the collaborative work of McConnell and Forensic Economist David Hawkins, it does seems as though the lid has come off in regards to the historical record of the Boeing Honeywell uninterruptible autopilot, as numerous references have surfaced online recently, including a brand new Wikipedia page created in July. While Wikipedia itself isn’t considered a noted reliable source, the page for BHAUP does have links to other major media outlets discussing the glass cockpit system, including Boeing’s own acknowledgement of the system. There was even an article that appeared 11 years ago in August of 2003, on the popular technology site for Wiredmagazine, linked to a Wall Street Journal report entitled, “Flying Safety Put on Auto-Pilot,” a feature that discussed the auto-pilot systems already in place:

“Airbus and Honeywell are close to perfecting technology that takes control of airplanes to prevent them from crashing into obstacles, The Wall Street Journal reports. When audible warnings from crash-avoidance systems are ignored, the system overrides actions by the pilot and takes evasive maneuvers, the newspaper said.”

“The system would link crash-warning devices, already common on airliners, with cockpit computers that could automate flying to prevent collisions, executives from Honeywell (HON) said.“

Another development that helped with flight navigation of airliners was the Future Air Navigation System (FANS) with Boeing and Honeywell once again at the precipice of avionics advancement, as FANS used GPS to navigate through remote areas or oceans of the world. The feature was also said to have given an airline operator the ability to upload alternate flight paths.

In November of 2013, there was a federal register for 777-200 ER Boeing’s, stating that there were modifications done to the electrical based systems to prevent unauthorized internal access in the aircraft.

Other documented evidence of communication development within a Boeing 777, comes fromPhilip Birtles, in his book, “Boeing 777 – Jetliner for a New Century:”

“Honeywell’s massive effort on the 777 involved over 550 software developers. The company built the AIMS computer as a custom platform based on the AMD 29050 processor. It was unique among aviation systems for integrating the other computers’ functions; in other systems, each function resides in a different box [the central maintenance had its own box with its own input/output (I/O), its own central processing unit (CPU), etc.]. AIMS combines all these functions and shares the CPU and I/O among them: it uses the same signals for flight management and for displays, so that the data comes in only once instead of twice; one input circuit provides data to all of the functions.”


In McConnell’s message about the airline industry, he has claimed that are other examples of aircraft being downed remotely, including Air France’s flight 447, Adam Air 574, Kenya Airways 507.

McConnell also mentions the ‘autoland’ and ‘autobrake’ feature for Boeing 777 plane, as it was referenced in the above NASA portion of this article. Additionally, the Malaysian Airlines Boeing 777 s are outfitted the ACARS communication systems as well as satellite links through SATCOM according to Honeywell. The satellite/GPS based autopilot features of today owe quite a bit the Quartz Rate Sensor used primarily in drone UAV’s.

Some of McConnell’s latest findings along with his partner Hawkins, have connected MH370 s disappearance to British multinational Serco, as many of the UK’s defense functions were granted to Serco throughout the years, including “Skynet satellite military communications necessary for a remotely-controlled hijack.” Over the years, Serco has been outsourced to provide support for various enterprises by governments all over the world, heading up air traffic control services throughout many parts of the globe, maritime security, outfitting operations for modes of transportation such as buses and metro systems, running security operations for private prisons, all while overseeing Britain’s military ballistic munitions and nuclear arsenal since 1964 – as a complex project management provider.

Here’s a YouTube video looking at McConnell’s case information as it relates to BHUAP…



Boeing, Inmarsat & Serco business arrangements in the wake of tragedy

There is an established relationship between Serco, “the global support services company,” and the British satellite telecommunications company Inmarsat, a company who was responsible for the satellite data used to track down MH370 through its ‘handshake’ links, data which has subsequently turned up empty, prompting many to question the various business arrangements involving the support services company Serco and Inmarsat.

Other connections between Serco and Inmarsat bring us to Former Royal Air Force Electronics Engineer, Gordon McMillan, who 1995, was the Operations Director for Serco Aerospace as he later moved on to Inmarsat’s Director of Government services from 2006-2011 and is now the director of Inmarsat’s GX Programme which is partnered up with Boeing to finish the development of the three remaining broadband Inmarsat-5 satellites. In 2013, Serco was scrutinized as they were under investigation for fraud.

Mass media distortion

On March 28th, 20 days after the apparent disappearance of MH370, the Boeing uninterruptible autopilot system was openly discussed on air during CNN’s ‘The Situation Room’ with Wolf Blizter. Here is the link to the CNN transcript posted below. What the show failed to disclose with those familiar with Boeing’s integrated avionics, is that the pilots themselves do not have to trigger anything manually in order to have this system engaged, as it is fully independent of an airliner’s power supply. Boeing like Rolls Royce, has been virtually silent on the issue of MH370, aside from some misleading information as to the whereabouts of MH370. See how the mainstream media tiptoes around the BHUAP:

BRIAN TODD, CNN CORRESPONDENT: “Wolf, it’s called the uninterruptible Autopilot System. This was reported on about seven years ago by the Homeland Security Newswire and by The Daily Mail. According to these reports, Boeing got a patent for some technology that would enable the plane to be flown by remote control from the ground in the event of an emergency. Now, in a situation of distress in this scenario, the pilot could flick a switch or maybe some kind of a sensor could trigger the autopilot. The autopilot could then be activated by radio or satellite. And our aviation analyst, Mark Weiss, explains what would happen next.”

MARK WEISS, CNN AVIATION ANALYST: “Everything now that the pilots would try to do would be inconsequential because the ground controller would be handling its flight path, its landing gear, its flap system, configuring the aircraft for a landing to a safe place and really taking away the hostile threat.”

TODD: “Now, Mark Weiss says that if that technology was in place now, if this was in all planes and this had widespread capability now, there’s a chance ­ a chance, Wolf, that this could have saved Malaysia Air Flight 370, but also it may not have. Again, we don’t know a lot of detail about what happened in that cockpit. But if this had been in place then, that’s why we’re raising this now, that it may have played a factor in possibly saving that plane in a certain scenario.”

“We have to say, Boeing is giving us absolutely no comment on this. We’ve come back to them repeatedly, tell us about this patent, tell us about this technology, are you still pursuing it. Nothing. They want nothing to say ­ they have nothing to say about it right now.”

Hacking, propaganda & security contracts in the aftermath of a disaster


IMAGE: ‘Hack in the Box Origami’ – Hugo Teso works as a security consultant in Berlin, Germany at n.runs AG. He became a media sensation in April of 2013, when he claimed that he could hack into a plane’s Flight Management Systems via his smartphone (Photoniunpeloderubia.wordpress.com).

In April of 2013, Hugo Teso, an apparent former commercial pilot turned IT security-hack-guru, made waves when he told a crowd gathered at the ‘Hack in the Box’ computer security and hacker conference held in Amsterdam, that he could hack into a plane’s ACARS flight system. According to the applied science used in flight management this would be unprecedented.

Below is a YouTube video of Teso at the Hack in the Box conference located in Amsterdam, discussing his controversial his apparent plane hack…



In an article for Avionics Today, the FAA denied the hacker’s ability to change the flight’s hardware system. This could be because the coded BHAUP software is built into the FMS and has other systems acting as a slave to its command functions using the same technology seen in the DarkStar drone:

“The FAA is aware that a German information technology consultant has alleged he has detected a security issue with the Honeywell NZ-2000 Flight Management System (FMS) using only a desktop computer. The FAA has determined the the hacking technique described during a recent computer security conference does not pose a flight safety concern because it does not work on certified flight hardware.”

It was recently announced in late July that the FAA was looking to launch its next generation GPS, “satellite-based air traffic control system.” Again the timing here is incredible, as the roll-out for autonomous flight control has been an arduously slow process, taking full advantage of aviation disasters along the way:

“The FAA has been gradually implementing elements of the new, so-called NextGen system to replace a radar-based system used since the end of World War II. NextGen incorporates global positioning technology similar to systems on smart phones and car dashboards, allowing air traffic controllers to track aircraft more precisely. The system’s enhanced precision, say proponents, reduces the space and time between planes taking off or landing.”

It appears as though the FAA has opened the door for the eventual full disclosure of the BHUAP, communications with satellite GPS systems, planes and air traffic control that have already been in use. This could have been a premeditated slow roll-out to get the public to accept the reality of this technology.


IMAGE: ‘Sky Shield’ – C-Music counter defense laser system will be used against MANPADS. The pod is located under the plane’s fuselage.

The Israeli defense electronics company Elbit Systems, has managed to have some timely new developments in the wake of MH17 s apparent downing this past July. Elbit has been able to create a wide range of avionics for dual use in military and civilian aircraft use. Below as an excerpt from Royal Aeronautical Society:

“Given then these lethal threats – can anything be done for civil airliners? Modern military aircraft carry a wide range of defensive aids, from electronic jamming pods, to chaff and flare dispensers to spoof incoming missiles. Larger aircraft such as tankers, transports and VIP assets also can be equipped with DIRCM (directed infra-red countermeasures) a laser in a turret able to burn an IR missile seeker out. However, against radar-guided missiles, HVA (high value assets) such as transport aircraft, would in the first instance, be kept well away from these threats.”

The Royal Aeronautical Society goes on to discuss other more determined and lethal options in the throes of conflict following the highly controversial downing of MH17:

“There is one other related point that the loss of MH17 and military aircraft to SAMs over Ukraine highlights – that is the need for stealth aircraft, EW and SEAD to effectively counter these ground-based threats in modern conflicts.”

Despite mainstream media’s revisionist claims that MH17 had to fly over a known warzone, we know that the Kiev-based Ukrainian Air Traffic Control (ATC) ordered MH17 off of its original flight path along the international air route, known as L980. The media has stated that MH17 was flying its intended route, even though there is evidence of the contrary.

The anomalies surrounding MH370, MH17, along with the hijacked airliners on 9/11, are closer to being understood as more information continues to be pieced together from exploratory investigation. Below is an interview with flight veteran Field McConnell on 21WIRE’s The Sunday Wire radio show uncovering more details about the Boeing Uninterruptible Autopilot and how it works.

_________________
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PostPosted: Tue Aug 19, 2014 1:46 pm    Post subject: Reply with quote

Mystery as £20,000 cash is withdrawn from accounts of four passengers who went down with doomed Flight MH370:
http://www.dailymail.co.uk/news/article-2725142/Mystery-20-000-cash-wi thdrawn-accounts-four-passengers-went-doomed-Flight-MH370.html

'More than £20,000 has been stolen from four passengers aboard the doomed MH370 flight.

Five months after the Malaysia Airlines flight went missing, mysterious withdrawals totaling 111,000 RM (£20,916) have been recorded, reports claim.

A bank in Kuala Lumpur, Malaysia, reported the apparent discrepancies in their accounts on July 18, before lodging a police complaint, Assistant Commissioner to the crime investigation department Izany Abdul Ghany revealed....'

Errr, don't these four 'dead passengers' have relatives? Haven't insurances been paid out? Hasn't compensation been provided by the Airline?
How come their accounts had not been 'frozen' (if no relatives or Will Executors had been found? This story stinks nearly as much as some of the dead 'passengers' did on MH17, who a Dutch doctor and a local Separatist leader said must have been dead long before the plane even took off.
The Daily Mail goes waffling on about the continuing 'search' for MH 370, this taking up most of their article.

Also, if you click on their picture of the Malaysian airliner shown in the Mail article and zoom the picture to 250%, you can see how the number on the plane has been interfered with, though it is clear that the ID number ends in an 'H'. They do not state that their picture is MH 370, though they could easily have used a picture of the MH 370 from archives, but WHY show that pic, and interfere with the number?
I suspect the answer lies here:
'8 Signs That Prove MH17 and MH370 Were The Same Planes! Conspiracy Alert!':
http://www.parhlo.com/8-signs-prove-mh17-mh370-planes-conspiracy-alert  /

The plane in the 'Mail' article has an extra window (see above site), as did MH17; but the crash wreckage DID NOT have that extra window!
I have read on someone's blog or website that 'someone' has been busy changing pics of the planes, to try to obscure this damning evidence, or to remove pics entirely. Clearly, Joe Blogs would not be able to remove or tamper with someone else's pics, but the 'Authorities' clearly have that capacity.

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PostPosted: Sun Oct 12, 2014 9:30 pm    Post subject: Reply with quote

6 months later
The MH370 "Conspiracy Theories" are going mainstream

Instead, Sir Tim believes it is far more likely that “MH370 was under control, probably until the very end”, questions the veracity of the “so-called electronic satellite ‘handshake’” used by analysts to pinpoint the probable crash site
http://mobile.news.com.au/travel/travel-updates/emirates-chief-tim-cla rk-reveals-suspicions-over-true-fate-of-missing-flight-mh370/story-fni zu68q-1227086741053

Here are the highlights from the controversial Der Spiegel interview:

What do you think happened?

Clark: My own view is that probably control was taken of that airplane. It’s anybody’s guess who did what. We need to know who was on the plane in the detail that obviously some people do know. We need to know what was in the hold of the aircraft. And we need to continue to press all those who were involved in the analysis of what happened for more information. I do not subscribe to the view that the Boeing 777, which is one of the most advanced in the world and has the most advanced communication platforms, needs to be improved with the introduction of some kind of additional tracking system. MH 370 should never have been allowed to enter a non-trackable situation.

What do you mean by that?

Clark: The transponders are under the control of the flight deck. These are tracking devices, aircraft identifiers that work in the secondary radar regime. If you turn off that transponder in a secondary radar regime, that particular airplane disappears from the radar screen. That should never be allowed to happen. Irrespective of when the pilot decides to disable the transponder, the aircraft should be able to be tracked.

Tim Clark with Qantas chief Alan Joyce in Sydney last year.
Tim Clark with Qantas chief Alan Joyce in Sydney last year. Source: AFP
What about other monitoring methods?

Clark: The other means of constantly monitoring the progress of an aircraft is ACARS (Aircraft Communications Addressing and Reporting System). It is designed primarily for companies to monitor what its planes are doing. We use it to monitor aircraft systems and engine performance. At Emirates, we track every single aircraft from the ground, every component and engine of the aircraft at any point on the planet. Very often, we are able to track systemic faults before the pilots do.

How might it have been possible to disable that tracking system?

Clark: Disabling it is no simple thing and our pilots are not trained to do so. But on flight MH 370, this thing was somehow disabled, to the degree that the ground tracking capability was eliminated. We must find systems to allow ACARS to continue uninterrupted, irrespective of who is controlling the aircraft. If you have that, with the satellite constellations that we have today even in remote ocean regions, we still have monitoring capability. So you don’t have to introduce additional tracking systems.

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PostPosted: Fri Nov 21, 2014 2:57 pm    Post subject: Reply with quote

http://jeffwise.net/2014/11/18/mh370-and-the-mystery-of-indonesian-rad ar/

Quote:
MH370 and the Mystery of Indonesian Radar
November 18, 2014

One of the many baffling aspects of the MH370 disappearance is the absence of radar data after the plane left Malaysian primary coverage at 18:22 UTC. If, as is generally presumed, the plane took a sharp left turn shortly afterward and flew into the southern ocean, it should have remained visible to Indonesian radar for more than an hour. Yet Indonesian military officials insist that nothing appeared on their radar screens.

This is an issue that has gotten less attention than it deserves, and for understandable reasons. Indonesia is a developing country, and a sprawling one at that. With a land area the size of Western Europe, it spans the same east-to-west distance as the continental United States. So one might reasonably assume that the country lacks the ability to comprehensively monitor its airspace. Why shouldn’t MH370 have passed through without a trace?

In fact, though, Indonesia has quite a capable air defense radar system, and one which it utilizes quite aggressively. In the last month alone, its air force has intercepted three civilian planes which wandered into the national airspace without first getting the proper permission.

The westernmost part of the country is covered by the Indonesian Air Force’s Radar Unit 231 at Lhokseumawe in Aceh, Northern Sumatera. The unit is equipped with a Thomson-CSF TRS-2215 radar, the type pictured above. The system, Indonesian military officials say, is capable of detecting aircraft up to 240 nautical miles away.

It demonstrated its capability last year, when the unit detected a Dornier 328 twin turboprop entering Indonesian airspace from the west. The plane was ordered to land at Sultan Iskandar Muda airport in Banda Aceh. It turned out to be a US Air Force Special Operations plane carrying five crew members; the pilot claimed he had been running low on fuel and didn’t realize that his paperwork to enter the country had expired. After being impounded for a few days the plane and its crew were allowed to leave.

Based on its specs alone, Radar Unit 231 (so much easier to spell than Lhokseumawe!) should easily have been able to detect MH370. The radar track released by the Australian Transport Safety Board (ATSB) in June shows that the plane came within 60 nautical miles of the installation before it disappeared from Malaysian and/or Thai military radar. Afterwards, according to the consensus view, the plane’s track should have stayed within the radar’s viewing range as it headed west, made a turn to the south, and proceeded into the southern Indian Ocean. (See map in link)

So how could the Indonesians have seen nothing?

For insight, I turned to someone with long experience with military radar systems. Steve Pearson is a former RAF navigator who later worked as an avionics and mission systems engineer for the Royal Air Force Warfare Center. Today he works as an engineer for the defence consulting firm Qinetiq.

First, I asked Pearson if a 777 would make a big, clearly visible radar target.

“Yes, it should do,” Pearson said, “because it’s got lots of corner effects on it, if it was flying in a straight line across a radar screen I can’t think why it shouldn’t show up. I can’t think of anything that would prevent it. “

Of course, he added, there is always the human factor to consider. “There’s humans in the loop, isn’t there?” he said. “You’ve got a human operator looking at a display, quite easy for people to miss things. We’re all humans. We make errors.”

Especially in the middle of the night. It’s likely significant that, of all the interceptions that I mentioned at the top of this piece, all took place in the middle of the day. It’s not hard to imagine a sleepy radar operator, in the middle of the night, expecting nothing to happen, overlooking the passage of a blip.

Was Indonesia’s failure to detect MH370 related to its peculiar flight path? After its initial diversion, MH370 passed mostly along the boundaries between Flight Information Regions, or FIRs. These are aerial territories under the jurisdiction of different air traffic controllers. When the plane disappeared from secondary radar near IGARI, it was on the boundary between Singapore and Ho Chi Minh FIRs. It did a 180, then flew along the border between the Kuala Lumpur and Bangkok FIR. After crossing the Malayan peninsula, it stayed close to the boundary between Kuala Lumpur and Jakarta FIRs.

“That’s quite clever,” Pearson says, “because if you fly down the FIR boundary, the controller on each side might assume the other was controlling you.
Usually, a civilian air traffic controller would call his counterpart to check. Military, not so much. They might think, ‘Oh, that must be the other country’s aircraft, it’s not my problem, I won’t worry about it.’ And the other country thinks, ‘Oh that’s their problem, I won’t worry about it.’”

Back in his days as a military navigator, Pearson would take advantage of this dynamic to slip through airspace where he wasn’t supposed to be. “When we used to go to other parts of the world, which I won’t mention on the phone, you could fly down FIR boundaries, and each side thought you were in the other one’s control. You could fly right down the boundary and no one would talk to you. It’s something we didn’t do very often, I must admit, but it’s something you can do.”

If MH370 was being steered in such a way as to escape detection, the plan worked. Both Malaysian and Thai military radars apparently picked up the plane, but no human noticed until the radar recordings were inspected in the aftermath, by which point the plane was long gone.

“If it’s flying along the boundary very precisely, that points to someone knowing exactly what they were doing, doesn’t it?” says Pearson. “It wasn’t random.”

The confounding thing is that the Indonesians say that nothing turned up in their recordings. This is seems hard to comprehend. Some observers have speculated that the Indonesians are lying. Others suspect that the plane didn’t pass through the Malacca Strait at all. It remains possible, Pearson says, that the the plane was picked up by the radar unit, but that the recording device either failed or was turned off at the time. But, he says, “it all seems a bit coincidental, doesn’t it?”

At the end of the day, Pearson suspects that if the Indonesians say they have no radar data, it’s because they don’t.

“It’s probably not a cover-up,” he says. “They probably just haven’t got it.”
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PostPosted: Mon Dec 22, 2014 12:02 pm    Post subject: Reply with quote

Malaysia Airlines flight MH370 was
'shot down by the US military',
former airline CEO claims
Marc Dugain said it may have been
hijacked and flown towards Diego
Garcia

http://www.independent.co.uk/news/world/asia/malaysia-airlines-flight- mh370-was-shot-down-by-the-us-military-former-airline-ceo-claims-99397 10.html

By LIZZIE DEARDEN
11:06 AM GMT, Monday 22
December 2014
A French former airline director has
claimed that the US military may have
shot down Malaysia Airlines flight
MH370 and covered it up.
Marc Dugain, who headed Proteus
Airlines and is an established author,
speculated that the Americans may have
targeted the aircraft because they
feared a September 11-style attack on a
military base in the Indian Ocean.
In an article for French magazine Paris
Match , he claimed that the Boeing 777
crashed nowhere near where
international search teams have been
combing the ocean for wreckage, but
near an American military base in the
British territory of Diego Garcia.
“It’s an extremely powerful military
base. It’s surprising that the Americans
have lost all trace of this aircraft.
Without getting into conspiracy
theories, it is a possibility that the
Americans stopped this plane,” he told
France Inter, according to a translation
by The Local.
Mr Dugain asked how “in our
technological world” a 63 metre-long
object could disappear without a trace,
suggesting there must have been a
deliberate effort to hide evidence.
The atoll, almost 3,000 miles north-west
of Australia, has been used as a
significant US military base since the
1970s and is currently home to 1,700
military personnel.
Read more: 13 theories on what
happened to MH370
Passengers died of suffocation, report
finds
Missing jet 'to be declared lost' at the
end of 2014
Many conspiracy theories about Diego
Garcia have been aired since the
disappearance of MH370 but the US
government has repeatedly denied that
the plane came anywhere near it.
Mr Dugain cited witnesses in the
Maldives as evidence, who reportedly
told him they had seen a “huge plane
flying at a really low altitude” towards
the island bearing the Malaysia Airlines
colours.
A Royal Australian Air Force AP-3C Orion,
searches for MH370 in the Indian Ocean
Shortly after the aircraft’s
disappearance on 8 March, with 239
people from 15 countries on board,
local media in the Maldives reported
that an object believed to be a fire
extinguisher from the plane had
washed up on a beach in Baarah. The
find was never confirmed.
Mr Dugain argued that the MH370 may
have been remotely hijacked by hackers
and steered towards Diego Garcia,
which is far from its planned flight
path from Kuala Lumpur to Beijing.
To explain the absence of electronic
communication as the plane
disappeared from radar, he said a fire
could have forced the crew to turn off
all devices, without damaging the
plane’s exterior.
A woman writes a message of support and
hope for passengers of the missing
Malaysia Airlines MH370
The official report on MH370 said its
passengers most probably died from
suffocation as the cabin ran out of
oxygen, leaving it to continue on auto-
pilot until it ran out of fuel and plunged
into the ocean.
No new evidence from within the
Boeing 777 has emerged, leaving the
Australian Transport Safety Board to
compare the flight with previous
disasters to draw their conclusion.
Mr Dugain claimed he had been warned
by a British intelligence officer of
taking “risks” by looking into the fate of
MH370.
“Someone knows,” he added

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PostPosted: Fri Dec 26, 2014 10:21 am    Post subject: Reply with quote

Whitehall_Bin_Men wrote:
Malaysia Airlines flight MH370 was
'shot down by the US military',
former airline CEO claims
Marc Dugain said it may have been
hijacked and flown towards Diego
Garcia

http://www.independent.co.uk/news/world/asia/malaysia-airlines-flight- mh370-was-shot-down-by-the-us-military-former-airline-ceo-claims-99397 10.html


"The US shoot down theory is ridiculous" reports Leada Gore | lgore@al.com

http://www.al.com/news/index.ssf/2014/12/pentagon_theory_us_brought_do w.html

Most interestingly is this comment from a aircraft Captain that obviously has been looking into the matter....

(I've edited to make it clearer - I presume this guy is of Asaian origin (based on his sentence construction and now lives in USA)

Quote:
Merry christmas Mrs Gore. USA would never , never ever do such thing. Almost 500 could be alive, held by a ridiculous regime. My holidays (?) go to those 239+298=537 souls (from MH370 and MH17), not the HOAX dead bodies shown in MH17 and "properly identified by family". We (would have) have seen chaffs falling from the sky, Ground fused explosions, supersonic booms, 2 of them misscoordinated in timing at location sought. We have been shown debris marked 9M-MRD with fresh paint, not burned up... Investigators arranged foul play with artillery fire so they (could say that) they have been disturbed at their work. 4 Truckloads of irrelevant debris went to NL, A B777 1/2 billion Lbs ramp weight cannot be transported in only 4 large trucks. Further: Maledives sighting gains ground now, as Inmarsat loses credibility, because I am absolutely convinced a Hemisphere can not be determined with Omnidirectional Beacon signals. Maledives is 4 hrs from Thai Bay. And on the way to Ogaden, where North Korea infantry officers are in control. (Ed note See below ????). Low altitude is to avoid radar PSR detection. According (to data) given Inmarsat data , the safe landing of MH370 (could have been) in UAAA (Almaty, Kazachstan) or in china ZPPP (Kunming). I have crunched these numbers for weeks and weeks now. Absolutely unbelievable is this : No Low Earth Orbit (LEO) data is claimed to be available. LEO satellite's were near enough at all times during the alleged flights. Further an Israel agent was sent to the Airport of Schipol to the gate G3 ,make a photo, why was he sent there? another alleged pax on MH17 sent a photo from G3 , but those who organized this HOAX photo forgot one thing: Before boarding, around this a/c until push back occurs, a very busy ground crew activity normally is seen, fuel, catering, cabin cleaners, mechanics, inspectors, gear, ramp vehicles by the dozens. The shade given by the sun, gives me a different local Time of the day - not 11 a.m. more likely 4pm! Both flights 17, 370 are accompanied by a large cloud of HOAX ! I am a Captain too and before this I was Avionics and radar Air defense engineer. I also had my success as P.I. bringing justice to several men ,now sitting in a jail/prison, based on my detective's capabilities. Day and night, here in FL USA I study and research MH17 and 370.



Ogaden http://en.wikipedia.org/wiki/Ogaden

Yep, North Korea troops are in the horn of Africa!

http://en.wikipedia.org/wiki/Ethio-Somali_War
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PostPosted: Sat Mar 07, 2015 11:46 am    Post subject: Reply with quote

No followed all the reports and didn't know the flight path was 8 times in and out of the borders between Malaysia and Thailand.

Quote:
"It flew in and out of the countries eight times," he says. "This is probably very accurate flying rather than just a coincidence. As both air traffic controllers in both those countries would probably assume that the aircraft was in the other country's jurisdiction and not pay it any attention."


full story

http://www.bbc.co.uk/news/magazine-31736835

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PostPosted: Sun Mar 08, 2015 1:05 pm    Post subject: Reply with quote

But was he, or someone else, flying the plane
Exactly the same kind of zig-zag flight path followed by hijacked (cyber or otherwise) airliners on 9/11

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PostPosted: Sun Jun 14, 2015 2:20 pm    Post subject: Reply with quote

MH370 was 'shot down by US military', claims former French airline boss:
http://rt.com/news/216675-mh370-shot-down-us/

Well, the 'former French airline boss' does not claim this at all in the article - he says it's a 'possibility': '“It’s an extremely powerful military base. It’s surprising that the Americans have lost all trace of this aircraft. Without getting into conspiracy theories, it is a possibility that the Americans stopped this plane,” Dugain said, English-language website The Local reported Friday.....'

But the interesting part is this: 'The testimonies of witnesses in the Maldives have been suppressed, Dugain claims, adding he was approached by a British intelligence officer, who warned him he would be taking “risks” by trying to find out what really happened to the MH370. As the British own the island, it would figure they would cover up any incident, Dugain said....'

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PostPosted: Thu Jul 30, 2015 12:32 am    Post subject: Reply with quote

Debris looks like Boeing 777, could be MH370, says source
By Rene Marsh, Margot Haddad and Jason Hanna, CNN
Updated 0026 GMT (0726 HKT) July 30, 2015
http://edition.cnn.com/2015/07/29/africa/mh370-debris-investigation/

(CNN)Debris found in the western Indian Ocean on Wednesday appears to be part of a Boeing 777, the same model as Malaysia Airlines Flight 370 that disappeared in 2014, according to a source close to the investigation.
The source said there is a unique element to the Boeing 777's flaperon, a wing component, that Boeing observers believe they are seeing in photos.
The debris was found Wednesday off the coast of Reunion Island, a French department in the western Indian Ocean. It is being examined to see if it is connected to flight MH370, a member of the French air force in Reunion said Wednesday.
The debris was found off the coast of St. Andre, a community on the island, according to Adjutant Christian Retournat.
Officials conducted an initial assessment of the debris using photographs.
The source said stressed the observations are preliminary.
The debris was found off the coast of St. Andre, a community on Reunion Island, according to Adjutant Christian Retournat.
Earlier, Retournat said the debris appeared to be a wing flap and had been taken to the island, located about 380 nautical miles off the coast of Madagascar.
The Malaysian government has dispatched a team to Reunion Island to investigate the debris, Malaysian Minister of Transportation Liow Tiong Lai said in New York.
"We need to verify. We have wreckage found that needs to be further verified before we can further confirm if it belongs to MH370. So we have dispatched a team to investigate on these issues and we hope that we can identify it as soon as possible," the minister said.
Police carry a piece of debris from an unidentified aircraft found off the coast of Reunion island.
CNN analysts say there are indications that the airplane part could be from a Boeing 777, and if that's the case, it's likely from MH370.
Making the determination should be "very simple" because the serial numbers riveted to numerous parts of the plane can be linked to not only the plane's model, but the exact aircraft, said CNN aviation analyst Les Abend, who flew 777s during his 30 years as a pilot.
This means crash investigators may be able to figure it out from photographs of the part -- which could be an aileron, a flap or a flaperon -- even before arriving on the island, he said.
There are at least three elements of the discovery that are consistent with MH370, said CNN safety analyst David Soucie. The first is that the part appears to have been torn off of the aircraft.
"This is from a sudden impact, it looks like to me," Soucie said.
There also is a seal on the top of the part that "is consistent with what I would see on an inside flap on a triple 7," he said, and the barnacles on the part are consistent with the "parasitic activity" that would take place from being under water so long.
However, the part appears to be coated in white paint, which would run counter to Soucie's other observations in that the 777's parts would be coated in zinc chromate, not paint. Soucie acknowledged, however, that the part could be coated in something from the ocean.
"If it is a part from a triple 7, we can be fairly confident it is from 370 because there just haven't been that many triple 7 crashes and there haven't been any in this area," said CNN aviation analyst Mary Schiavo.
Malaysia Airlines Flight 370, with 239 people aboard, disappeared after a late-night take off from Kuala Lumpur, Malaysia, on March 8, 2014, bound for Beijing.
Authorities have said they still don't know why it turned dramatically off course over the sea between Malaysia and Vietnam, or where exactly its errant journey finished.

Theories: What happened to MH370?
An international team of experts used satellite data to calculate that the plane eventually went down in the southern Indian Ocean. Search teams have been combing a vast area of the seafloor in the southern Indian Ocean, hunting for traces of the passenger jet, about 2,300 miles (3,700 kilometers) from where the debris was found.
The Malaysian government eventually declared the loss of Malaysia Airlines flight 370 an accident and all of its passengers and crew presumed dead.

http://www.bcfmradio.com/podcasts/20150729180002.mp3

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PostPosted: Thu Jul 30, 2015 7:11 am    Post subject: Reply with quote

If as many people believe, MH370 was taken to Diego Garcia, it would not be beyond the US resources to break off parts of the plane, and 'plant' them wherever they liked, even on the moon - by UNMANNED rocket!
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PostPosted: Sat Aug 01, 2015 8:18 am    Post subject: Reply with quote

outsider wrote:
If as many people believe, MH370 was taken to Diego Garcia, it would not be beyond the US resources to break off parts of the plane, and 'plant' them wherever they liked, even on the moon - by UNMANNED rocket!


Indeed. This has the same level of truthiness about it as the undercarriage strut found wedged between two buildings in New York. (With rope around it).

(And still no-one talks about the 4 emergency location transmitters that were fitted to MH370. Two of which should have activated automatically if the plane crashed into the sea).
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PostPosted: Sun Aug 09, 2015 8:47 pm    Post subject: Reply with quote

Guess what's in between La Reunion and The Maldives where it looks like parts of MH370 have turned up
You got it
Diego Garcia


Has MH370 debris washed up in the Maldives? Investigators examine items found where locals say they 'saw a low-flying jet' on the day the plane vanished



Reports emerge that 'plane debris' washed up in the Maldives on May 31
Maldives locals report seeing a 'low-flying jet' on the day MH370 disappeared
Airline employee insists suspected find 'changes everything' about search
Police are reported to have removed the parts for further analysis
By RICHARD SHEARS and IMOGEN CALDERWOOD FOR MAILONLINE

PUBLISHED: 13:22, 9 August 2015 | UPDATED: 14:57, 9 August 2015
http://www.dailymail.co.uk/news/article-3191134/Has-MH370-debris-washe d-Maldives-Investigators-examine-items-isles-locals-saw-low-flying-jet -day-plane-vanished.html

Debris from the missing Malaysia Airlines flight MH370 may have washed up on an island in Maldives, in the Indian Ocean, according to local newspaper reports.

Police have yet to confirm the reports, but plane debris is said to have been found in Baa Atoll Fehendhoo and Fulhahdhoo, both in the Southern Maalhosmadulhu Atoll.

The island of Noonu Atoll, in Miladhunmadulu Atoll, is also said to have yielded a discovery, according to the news website Haveeru.

A photograph of one of the large pieces of metal found near the Banyan Tree resort on Vabbinfaru island bears a striking resemblance to the barnacle-covered wing part that washed up on Reunion island in July, a distance of 2,000 miles from the Maldives.

Maldives resident Mohamed Wafir, who posted the original photographs to Facebook, claimed that they were found on May 31.

One airline employee, James Hardy, insisted that the potential find is more significant than the wreckage found on Reunion Island, and ‘changes everything’ about the investigation.

‘I and my friends who also work in aviation who have seen these photos all believe they appear to be aircraft parts, due to the honeycomb construction,’ Mr Hardy told the Before It’s News website.

He added that, if the find can be verified, ‘it would rule out the current search area off Perth as I am certain that the tides and currents could never have pushed it that far'.

Mr Hardy is reported to have added that the location of the debris matches the calculations that he and Quantas pilots had done in relation to fuel endurance.

‘If flown low and slow there was more than enough fuel to reach the Maldives.’

One of the pieces carried, in red, the letters IC. The rest of the letters or numbers have been eroded.

Police are reported to have removed the parts for further analysis.

Further plane debris was reported to have washed up on a beach on the North Male Atoll resort a month ago.

If it is confirmed to belong to the missing Boeing 777, the debris would help the investigation pinpoint exactly where the plane went down.

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PostPosted: Thu Aug 20, 2015 10:40 am    Post subject: Reply with quote

Ocean current drift from the south of the Chagos Archipelago, aka Diego Garcia, toward La Reunion island is around 2 -3 MPH, even faster sometimes, due westward.
Chagos itself is becalmed. ie Eastward drift to the north and westward drift to the south.
Distance is around 1400 miles.
Thats about 25 days of drifting.
Took a year.
Go figure.....

or.......
How currents pushed debris from the missing Malaysian Air flight across the Indian Ocean to Réunion
http://www.deepseanews.com/2015/07/how-currents-pushed-debris-from-the -missing-malaysian-air-flight-across-the-indian-ocean-to-reunion/



http://www.wikipedy.com/ocean_currents_northern_hemisphere_world_map_o cean_currents.htm

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PostPosted: Mon Jan 11, 2016 10:19 pm    Post subject: Reply with quote

MH370: Internet contributors assemble evidence of Hijacking to Diego Garcia, despite official obfuscation

This newsletter is at http://mailstar.net/bulletins/140727-b2420-MH370.rtf

INTRODUCTION
(1) Archive of newsletters on MH370 - by Peter Myers, July 27, 2014
(2) MH370: Internet contributors assemble evidence of Hijacking to Diego Garcia - by Peter Myers, July 27, 2014

MALDIVES SIGHTINGS Dismissed without Investigation
(3) Maldives sightings discounted by Maldives National Defence Force
(4) US draft agreement for military presence in Maldives (2013)
(5) US "lily pad" proposed for Maldives (2013)
(6) Maldives Rejects "lily pad" Military Pact with US, because it would upset neighbors (India, Sri Lanka)

HIT OCEAN -> DEBRIS (eg seats float on water). Not found, therefore MH370 landed
(7) When a plane hits the ocean it’s like hitting concrete - Malaysia Airlines boss Hugh Dunleavy
(8) If MH 370 crashed in the ocean, it would have left a huge debris field; it must have landed somewhere

DIEGO GARCIA connection dismissed by US Gov't; media does not press further questions
(9) Diego Garcia the likely destination; it has a huge runway, sophisticated radar - Daily Paul
(10) Pilot Forum: Diego Garcia has formidable radar, several airstrips, large hangars that can hide aircraft
(11) The case for Diego Garcia; Jay Carney responds, "I'll rule that one out"
(12) MH370: Diego Garcia Suspended All Flights On March 8th 2014 for 72 hrs
(13) Philip Wood’s fiance Sarah Bajc gets death threat after iPhone message from Diego Garcia

DATA PACKETS sent to Rolls-Royce from MH370 engines, but it later suppresses this
(14) MH370 sent automated reports to Rolls-Royce - New Scientist & Wall St Journal
(15) Boeing & Rolls-Royce received data from MH370, but US Govt gagged them to stop intel leak to China
(16) MH370: data withheld out of reluctance to reveal military technology
(17) CNN: WSJ says data from MH370 engines transmitted for at least 4 hours
(18) The Independent: Rolls Royce dragged into the MH370 mystery
(19) New Scientist: MH370 sent at least two bursts of technical data to Rolls Royce
(20) Rolls-Royce backs Malaysian government's dismissal of reports over missing plane

REMOTE-CONTROL TECHNOLOGY
(21) Bush Jnr announced technology "to take over distressed aircraft and land it by remote control"
(22) Boeing Parent for remote control of a plane (2006)
(23) Air Force demonstrates Raytheon GPS-Based precision Auto-Landing System
(24) Boeing 777 features digital fly-by-wire controls & software-configurable avionics
(25) Remote-control software disconnects onboard controls, provides Power "from an alternative power control element"
(26) Emirates President sceptical about MH370 investigation, worries that 777s can be remotely hijacked

=== second half-bulletin starts here

WAS DODGING RADAR - guided by a skilled aviator - or remotely by computer
(27) MH370 was navigating between way-points as it headed west towards Andaman Islands
(28) MH370 was 'thrown around like a fighter jet in attempt to dodge radar'

POWER INTERRUPTION 2.25pm - indicated onboard Hacker, or REMOTE HACKER
(29) MH370 handshake/log-on at 2.25am indicates power interruption - by onboard or remote hijacker - and attempt to dodge radar
(30) Natural News reports the handshake/log-on as "cockpit tampering" to hide plane from radar

IMMARSAT FALSE TRAILS
(31) MH370: Australian navy admits it followed a false trail of pings
(32) Satellite experts: Immarsat's analysis doesn't make sense - The Atlantic

GEOPHYSICS Report of wreckage in Bay of Bengal Dismissed without Investigation
(33) Debunked: Exploration company "Georesonance" believes it may have found MH370
(34) Claim of MH370 wreckage in Bay of Bengal obligates search; Bangladesh sends frigates
(35) GeoResonance slams Australian authorities for not investigating aircraft wreckage in Bay of Bengal
(36) GeoResonance Press Release of June 30, 2014
(37) GeoResonance uses Nuclear Magnetic Resonance technology from the Soviet Union
(38) Oil rig worker loses job after MH370 'fire in the sky' report

BEST SUMMARIES
(39) Disappearance orchestrated by Military Industrial Complex - Tony Gosling
(40) Aviator gives the best overall analysis

(1) Archive of newsletters on MH370 - by Peter Myers, July 27, 2014

Readers, I hope you will forgive me for sending out fewer bulletins lately. I live like a peasant - "Plain Living and High Thinking", as Thoreau put it - which means that I am the carpenter, plumber, gardener, orchardist, mechanic etc at my small farm and one other block. In addition, I am editor of a Garden club newsletter.

However, be assured that I have been collecting information as usual. I have a huge backlog to send to you.

The Wikipedia article on Malaysia Airlines Flight 370 says that the search "became the largest and most expensive in history": http://en.wikipedia.org/wiki/Malaysia_Airlines_Flight_370

We conspiracy analysts see it as a new 9/11. And an Inside Job, just like 9/11. But whereas 9/11 is likely to have been a Mossad job (with backing from traitorous elements in the US Government), most of us see MH370 as a CIA operation. The exceptions are Christopher Bollyn and Yoichi Shimatsu, who see it as Mossad.

Because MH370 is so important, I am archiving all my newsletters about it. You can see that archive at http://mailstar.net/bulletins/bulletins.html

My two earlier newsletters on MH370 are archived there:

1: Maldives sightings: http://mailstar.net/bulletins/140319-b2362-MH370.rtf

2: Mahathir alleges remote hijacking by CIA; Yoichi Shimatsu presents a detailed case: http://mailstar.net/bulletins/140521-b2388-MH370.rtf

This newsletter (the third in the series) is archived there at
http://mailstar.net/bulletins/140727-b2420-MH370.rtf

I hope that you will download all three of them from there, and keep them for reference.

The rtf files should download for opening in Word, with formatting (eg bold) preserved. Please report any problems.

Some readers forward selected bulletins (of mine) to their mailing lists. Because this one is so big, it is likely to be truncated by some email providers or browsers. I had to keep it big, to preserve the unity of the material, but immediately after I send it to you as a single newsletter, I will also send it out as two halves, which should escape that truncation if you forward them.

(2) MH370: Internet contributors assemble evidence of Hijacking to Diego Garcia - by Peter Myers, July 27, 2014

The Daily Mail has a useful graphic on what happened to MH370:
http://i.dailymail.co.uk/i/pix/2014/03/18/article-2583076-1C6047720000 0578-722_634x634_popup.jpg

The main Wikipedia article on Malaysia Airlines Flight 370 makes no mention of Georesonance, Philip Wood, or Diego Garcia, and the Maldives is only mentioned in a footnote, but these are covered in an additional webpage on Unofficial Disappearance Theories: http://en.wikipedia.org/wiki/Malaysia_Airlines_Flight_370_unofficial_d isappearance_theories

(items 3-6) The Maldives sightings of an airliner flying low the morning after MH370 disappeared were discounted by the head of the Maldives National Defence Force. He said that there was no radar trace of the plane. However, it had been reported as flying unusually low over the Maldives. MH370 was also reported as flying low over over Malaysia and Indonesia to dodge radar, so the Maldives Commander's dismissal should not be taken as positive proof.

He gave no further details of why he dismissed the sightings, and whether he even talked to those who reported them. The media did not ask further questions. We do not normally accept military information as beyond question, because militaries have their own agenda and like to shape the news, embed reporters etc.

In 2013, the US put to the Maldives Government a draft agreement for a military base there. These days, they're not called a "base" but a "lily pad". The proposal is covered at items 3 to 6 below. The Maldives Government was willing, but in the end turned it down because its neighbours India and Sri Lanka were upset at such an intrusion into their backyard.

The proposal does show, however, that there was liason between the top levels of the Maldives and US militaries - most likely the Command at Diego Garcia. Therefore, if that Command had phoned the head of the Maldives Military after the Maldives sightings were reported, he may have obliged without much investigation. One should not take his statements as conclusive at all.

It would cost only $10,000 dollars or so for the official inquiry, or for the Western media, to send personnel to the Maldives to interview all those who reported sightings, and document them. Yet, that path has been spurned, even while the cost of the official inquiry approaches $90 million.

(items 7-8) Aviation experts say that when a big airliner like the 777 hits the ocean, it's like hitting concrete. There's lots of Debris, and much of it floats on water (eg seats). That happened with Air France Flight 447: http://en.wikipedia.org/wiki/Air_France_Flight_447. Such debris was not found; therefore MH370 landed somewhere. Also see item 40, by Aviator, on this.

(items 9-13) Diego Garcia is the obvious place. Also see Yoichi Shimatsu's detailed case in my 2nd newsletter about MH370. When Jay Carney responded, "I'll rule that one out", journalists took that rebuttal as definitive. It did not occur to them that Government spokesmen might lie, or even be ignorant about what really happened. They did not ask, for example, why Diego Garcia Suspended All Flights On March 8th 2014 for 72 hrs (item 10).

(items 14-20) New Scientist & the Wall St Journal reported that MH370 send a number of data packets to Rolls Royce, maker of its engines. Rolls-Royce later went quiet on this; Boeing likewise. Tony Gosling saw it as "the clear signature of an Information Operations campaign to stop publication" (item 39). The motive is likely connected to the US military's China focus (Air-Sea Battle), and technology and expertise being sent to China aboard MH370. Aviator wondered "what caused Rolls Royce to clam up about what they knew? US threats? No more engine sales into the US market maybe?" (item 40).

(items 21-26) Bush Jnr announced technology "to take over distressed aircraft and land it by remote control". Boeing Parented remote control of a plane in 2006, and the US Airforce later demonstrated it. Remote-control software disconnects onboard controls, and provides Power "from an alternative power control element" (item 25).

(items 27-8) The Mainstream Media reported that MH370 was 'thrown around like a fighter jet in attempt to dodge radar', and navigating between way-points as it headed west towards the Andaman Islands. They interpret this is mean that the plane had been hijacked by a skilled aviator, perhaps the pilot or co-pilot. Captain Zaharie Ahmad Shah was an inlaw of Anwar Ibrahim, and a poltical supporter of his who wore a T-shirt saying "Democracy Dead" (see the Daily Mail graphic). Yet a hijacking would not benefit Anwar's political position, but rather imperil it, which is why Anwar went to great trouble to distance himself from speculation about it. The Mainstream Media have not wondered who the hijacker might be, if not the pilot or co-pilot; the only exception is Sally Leivesley, a former British Home Office scientific adviser who warned that MH370 may have been 'cyber-hijacked' using a mobile phone or USB stick (see my first newsletter on MH370). Even she, however, did not publicly wonder if the hijacking might have been done, not by amateurs but by Government intelligence agents using a computer.

(items 29-30) The MH370 handshake (attempt to log-on to the IMMARSAT satellite) at 2.25am was unusual. Experts say it indicates power interruption by a hijacker attempting to dodge radar. They assume that the hijacker would be onboard, and do not consider a remote hijacker - except that the President of Emirates, biggest user of 777s, worries that they can be remotely hijacked (item 26). The real worry, which they dare not express, is that they cannot trust the US and British Governments.

(items 31-32) The Australian navy admits it followed a false trail of pings, wasting millions of Dollars and precious weeks when the Black Box would be emitting. Satellite experts writing in The Atlantic (Monthly) concluded that Immarsat's mathematics, which produced the two famous arcs defining the search area, was faulty.

(items 33-38) Georesonance, a Geophysical survey company using Nuclear Magnetic Resonance technology from the Soviet Union, claimed that it had located wreckage in the Bay of Bengal. This is not consistent with the idea that MH370 landed on Diego Garcia, but it should have been investigated. At least, the search team should have approached to the company's experts to see its data. Georesonance announced in a Press Release of June 30, 2014 that the official search had not done so, despite having wasted Millions on its own false trails.

(items 39-40) The best overall summaries by Tony Gosling, who says the disappearance was orchestrated by the West's Military Industrial Complex (item 39), and by Aviator, who notes that a 777's engines, being lower than the fuselage, would make contact with the water first, causing a rapid nose down and cartwheeling. "Wreckage beacon clearly visible and heard. With there being so many items on board that float and transmit" (item 40).

MALDIVES SIGHTINGS Dismissed without Investigation

(3) Maldives sightings discounted by Maldives National Defence Force

http://www.smh.com.au/world/missing-malaysia-airlines-plane-maldives-d iscounted-as-possible-location-for-mh370-20140319-hvkjq.html

Missing Malaysia Airlines plane: Maldives discounted as possible location for MH370

Sydney Morning Herald, March 19, 2014

Eyewitness reports of a possible sighting of missing Malaysian Airlines Flight MH370 flying near the Maldives have been officially discounted in a statement issued by the Maldives National Defence Force.

These reports were also confirmed by Malaysia's Transport Minister, Hishamuddin Hussein.

"Based on the monitoring up to date, no indication of Flight MH370 has been observed on any military radars in the country,” the statement said.

"Furthermore, the data of radars at Maldives airports have also been analysed and shows no indication of the said flight. The Maldives National Defence Force will continue to render any assistance required by the Maldives Police Service and international authorities on the search for the missing flight and related issues.”

Earlier reports had quoted several residents of Kudahuvadhoo in Dhaal atoll who saw a low-flying aircraft heading in a south-easterly direction on the morning of March 8, prompting speculation that it could have been Malaysian Airlines flight MH370.

The residents said the aircraft had markings similar to the missing Malaysian Airlines plane.

The Maldives news website Minivan News quoted five eyewitnesses who said they saw the aircraft. “It was about 6:30 in the morning, I heard a loud noise and went out to see what it was,” Adam Saeed, a teacher at Kudahuvadhoo school, told the Maldives news website Minivan News.

“I saw a flight flying very low and it had a red straight line in the middle of it. The flight was travelling north-west to south-east,” he said.

Another islander, who identified himself as Hamzath, told Minivan News that he had also seen a low-flying plane heading from north-west to south-east.

“People started talking about it when they realised that the flight that we saw had the same characteristics as of the missing plane,” Hamzath said.

‘‘We are still not saying it is the same plane, we just wanted to report it just in case.”

Another suggested that the reports had been exaggerated.

“A plane did fly near the island,” said the witness who was not named. “It wasn’t that big, as big as people say.”

“These days, people will be out fishing every morning. Around 30 people would always be there in the morning – but no one talked about it then. If it was that noticeable, loud and big, people would talk."

When asked about the possibility of a plane of this size landing on an isolated airstrip in the atolls, Maldives National Defence Force spokesman Major Hussain Ali said this was not possible.

“If you are asking are there any landing strips outside of the main commercial airports, the answer is no,” Major Hussain said.

(4) US draft agreement for military presence in Maldives (2013)

http://in.rbth.com/blogs/2013/04/26/us_seeks_military_presence_in_mald ives_24183.html

US seeks military presence in Maldives

April 26, 2013 M K Bhadrakumar

In a dramatic turn to the Great Game in the Indian Ocean, the United States’ strategies towards the island archipelago of Maldives have come under the scanner.

The intriguing ‘leak’ of a draft Status of Forces Agreement [SOFA] between the United States and the Maldivian government has led to reluctant confirmation by both countries that they are indeed involved in discussion with each other to conclude such an agreement.

The draft agreement “incorporates the principal provisions and necessary authorisations for the temporary presence and activities of United States forces in the Republic of Maldives and, in the specific situations indicated herein, the presence and activities of United States contractors in the Republic of Maldives.”

However, the US embassy in Colombo has maintained that “There are no plans for a permanent military base in Maldives. SOFAs are normal practice wherever the Unites States cooperates closely with a country’s national security forces. SOFAs generally establish the framework under which US personnel operate in a country when supporting security-related activities and the United States is currently party to more than 100 agreements that may be considered a SOFA.”

On the other hand, the draft SOFA is a sweeping document which says, “The Republic of the Maldives authorises United States forces to exercise all rights and authorities with Agreed Facilities and Areas that are necessary for their use, operation, defence or control, including the right to undertake new construction works and make alterations and improvements.”

Interestingly, the US recently signed a memorandum of understanding with Maldives, which will lead to the American side providing the border control, system for the island and manage it. Effectively, it puts the US in control of entry points into the island from the outside world.

The Maldives government insists that it is yet to decide on the SOFA. Evidently, the US is pressing hard. Last month, a US aircraft carrier USS John C Stennis visited Maldives. 

The draft SOFA envisages that the Maldives would “furnish, without charge” to the US unspecified “Agreed Facilities and Areas”, and “such other facilities and areas in the territory and territorial seas of the Republic of Maldives as may be provided by the Republic of Maldives in the future.”

It specifies: “The Republic of the Maldives authorizes United States forces to exercise all rights and authorities with Agreed Facilities and Areas that are necessary for their use, operation, defense or control, including the right to undertake new construction works and make alterations and improvements.”

It further says, the US would be authorised to “control entry” to areas provided for its “exclusive use,” and would be permitted to operate its own telecommunications system and use the radio spectrum “free of cost to the United States”.

Besides, the US would also be granted access to and use of “aerial ports, sea ports and agreed facilities for transit, support and related activities; bunkering of ships, refuelling of aircraft, maintenance of vessels, aircraft, vehicles and equipment, accommodation of personnel, communications, ship visits, training, exercises, humanitarian activities.”

Interestingly, the SOFA confers on the US personnel (and civilian staff) “the privileges, exemptions and immunities equivalent to those accorded to the administrative and technical staff of a diplomatic mission under the Vienna Convention”, and guarantees that the Maldives laws won’t be applicable to the US personnel, who will be subject exclusively to the criminal jurisdiction of the United States.

The US personnel and contractors would also be permitted to import and export personal property, equipment, supplies and technology without license, restriction or inspection, or the payment of any taxes, charges or customs duties.

Most important, the vessels and vehicles operated by, and for, US forces would be permitted to enter and move freely within the territorial seas of the Maldives, free from boarding, inspection or the payment of landing, parking, port or harbour fees.

It is unclear whether New Delhi is aware of this hugely important development, which holds far-reaching implications for India’s strategic environment.

The Maldives Defence Minister Mohamed Nazim concluded a 4-day visit to India only 10 days ago. The Indian statement on Nazim’s talks with his counterpart A. K. Antony said, “As close neighbours sharing common security concerns, there is scope to further develop the relationship in mutually agreed areas. Shri Antony conveyed that India stands committed to enhance the ongoing defence and security partnership with Maldives.”

Needless to say, it will be a tectonic shift in the geopolitics of the Indian Ocean region if the US secures a military presence in the Maldives. General

The India-Maldives ties came under serious strain in the recent period following Delhi’s ill-conceived move to push a democracy project in Maldives. The US diplomacy has apparently cashed in on the resultant situation by filling in the crucial role that India traditionally occupied in Maldives’ national security calculus.

Significantly, the western powers – US, Britain, Australia, etc. – have all but piped down lately on the democracy deficit in Maldives. In retrospect, the democracy project served the key purpose of pressuring the Maldives government to open up to western patronage.

In sum, India’s loss has been the US’s gain. The draft SOFA is here. <http://www.dhivehisitee.com/images/US-Maldives-SOFA-draft.pdf>

(5) US "lily pad" proposed for Maldives (2013)

http://in.rbth.com/blogs/2013/05/08/americas_coconut_grove_lily_pad_in _maldives_24665.html

America’s coconut grove, lily pad in Maldives

May 8, 2013 M K Bhadrakumar

The US is acquiring some very valuable real estate in the Indian Ocean by exploiting the perceived insecurity of the political elites who usurped power and currently matter in Malé.

The American diplomats on the South Asia beat maintain that there are “no plans for US base in Maldives.” The US stance is that their Status of Forces Agreement [SOFA] under negotiation with the government of Maldives is a “normal practice.”

They argue, the US has signed SOFAs with over 100 countries, so what’s the big deal. The Maldives Defence Minister Mohamed Nazim says that as per his understanding, the SOFA would facilitate “joint military training exercises” that the US has proposed. Meanwhile, Chinese newspaper Global Times has carried on Monday a Xinhua agency report appropriately entitled “Maldives could allow increased US military presence.”

Do these reports contradict each other? To my mind, the reports are variations of a single theme. Consider the following:  The current US policy disfavours the setting up of old-fashioned military bases abroad, which would be wasteful and unwarranted in the post-Cold War era. Clearly, Okinawa in Japan or Yongsan in Seoul are a thing of the past.

The United States is currently negotiating a SOFA with Afghanistan. But Washington maintains that it has no intentions of setting up military bases in Afghanistan – although the intention is quite obviously to establish open-ended American military presence in the region.

No one can take exception to such diplomatic sophistry. The former US defence secretary Donald Rumsfeld who had a way with words conjured up a brilliant expression to describe the post-modern American military bases abroad. He called them “lily-pads” and embedded the label in a new military doctrine signifying a fundamental shift in how the US forces are deployed worldwide in the 21st century.

A reasonable compromise under the circumstances will be to refer to the upcoming US military bases in the Maldives as “lily pads.”  Plainly put, the US-Maldives SOFA happens to contain terms and provisions, which go way beyond what the Pentagon would operationally need for a bunch of beefy American trainers to visit the island archipelago to train the armed forces of Maldives. Pentagon has coined a nice expression to call its military training programme for the Maldives – “coconut grove.”

Funnily, too, according to the latest CIA Fact Sheet, the Maldives as a country would have 4167 men and 3595 women “reaching militarily significant annually”, which is to say, Pentagon will have a real hard time finding people to come to the coconut grove to get trained.

To be sure, all this is a joke. Who is it that the American diplomats are kidding? Plainly put, the US is acquiring some very valuable real estate in the Indian Ocean by exploiting the perceived insecurity of the political elites who usurped power and currently matter in Malé.

Britain found Gan military base in the Maldives to be of great worth during World War II operations. It gave up Gan in 1976 as it pulled out from “east of Suez.” The Pentagon now wants it back. Period.

But the real stunner today has been the claim by a senior US state department official in Washington that the Obama administration consulted New Delhi about the upcoming SOFA with the Maldives.

Of course, there is no way to cross-check an American diplomat’s claim. But then, any Indian pundit would know the US is a benign military power and its military presence is a great thing to have – be it in the lily pads in Singapore, Thailand, Diego Garcia or Bahrain or the dozens of lily pads spread across the Persian Gulf region or the new lily pads coming up in Afghanistan and the Maldives. Conceivably, the more lily pads the merrier; they keep the Chinese away.

(6) Maldives Rejects "lily pad" Military Pact with US, because it would upset neighbors (India, Sri Lanka)

http://www.defensenews.com/article/20140122/DEFREG03/301220025/Maldive s-Rejects-Military-Pact-US

Maldives Rejects Military Pact With US

Jan. 22, 2014 - 02:53PM   |   By AGENCE FRANCE-PRESSE

COLOMBO, SRI LANKA — The Maldives has decided not to take part in a proposed military cooperation pact with the United States over fears that it could upset the regional power India, senior officials said Wednesday.

Speaking on a visit to Sri Lanka, the atoll nation’s new President Abdulla Yameen said he did not want to proceed with the Status of Forces Agreement (SOFA) that would have given the US a foothold in his archipelago located across the main east-west sea route.

“There have been discussions before ... we are not going to pursue it,” he told reporters in Colombo during his second overseas visit since winning elections two months ago.

The US had confirmed early last year discussions on the accord, but had said it had no intention of setting up any bases in the Maldives.

Although the president gave no reason for the decision, Mohamed Shareef, a minister in Yameen’s office, said it had been made over fears that the pact would upset its neighbors, including India.

“We have told them that we can’t do it because both India and Sri Lanka are also not happy with it,” said Shareef, without giving further details.

Shareef said the proposed SOFA would have given the US military access to two atolls in the nation of 1,192 tiny coral islands scattered some 800 kilometers (500 miles) across the equator.

He noted that the US military already had a considerable presence in Diego Garcia, a British territory, about 700 kilometers (437 miles) south of the Maldivian archipelago.

India is the regional super power and is highly sensitive to outside presence in the Indian Ocean area. It has also been recently involved in a diplomatic bust-up with the US over the treatment of one of its diplomats in New York. [...]


HIT OCEAN -> DEBRIS (eg seats float on water). Not found, therefore MH370 landed

(7) When a plane hits the ocean it’s like hitting concrete - Malaysia Airlines boss Hugh Dunleavy

{the implication is that you expect to see wreckage on the surface, - things that float, eg the seats. That happened with Air France Flight 447: http://en.wikipedia.org/wiki/Air_France_Flight_447 - Peter M.}

http://www.standard.co.uk/lifestyle/london-life/the-plane-truth-malays ia-airlines-boss-hugh-dunleavy-on-what-really-happened-the-night-fligh t-mh370-went-missing-9556444.html

The plane truth: Malaysia Airlines boss on what really happened the night flight MH370 went missing

Londoner Hugh Dunleavy has spent the past 107 days working tirelessly to find flight MH370. Here the Malaysia Airlines boss tells Lucy Tobin what really happened during the night that sparked a thousand theories

LUCY TOBIN

The Evening Standard, London

Published: 23 June 2014
Updated: 15:52, 23 June 2014

It was four in the morning and Hugh Dunleavy was heading to Kuala Lumpur airport to fly to a conference in Borneo when his phone flashed with an emergency text. Malaysia Airlines’ commercial boss never made it to that conference. Instead he spent the next 72 hours working non-stop to find out why flight MH370 had gone missing and trying to explain his lack of an answer to hundreds of distraught relatives in a grief limbo.

The now-infamous flight lost contact with air traffic control at 1.34am on March 8, an hour after take-off. But in this, his first major interview since MH370 disappeared, Dunleavy reports it was three hours later by the time air traffic controllers — having tried and failed to get a response from the plane and from radar controllers in Vietnam, Hong Kong and China — sent that emergency text.

Dunleavy is one of London’s brightest expats: he grew up in Ealing, took a PhD in physics at Sheffield University then started his career working in a role “I can’t talk about” for the Ministry of Defence. He was the first to arrive at the airline’s emergency control room that morning; then he became Malaysia Airlines’ public face as the tragedy unfolded.

“My first thought was that the pilot had fallen asleep, or something had gone wrong with the communication system,” he says. “We had five other aircraft in the sky nearby, so our senior pilots started contacting them, asking if they’d seen MH370, getting them to ping it. But we got no response.”

Three months since that plane and its 239 passengers and crew went missing, there’s still no trace. “Something untoward happened to that plane. I think it made a turn to come back, then a sequence of events overtook it, and it was unable to return to base. I believe it’s somewhere in the south Indian Ocean. But when [a plane] hits the ocean it’s like hitting concrete. The wreckage could be spread over a big area. And there are mountains and canyons in that ocean. I think it could take a really long time to find. We’re talking decades.” [...]

(8) If MH 370 crashed in the ocean, it would have left a huge debris field; it must have landed somewhere

http://www.veteranstoday.com/2014/04/24/mh370solved/

Thursday, April 24th, 2014 | Posted by Kevin Barrett

Missing Plane Mystery Solved?

By Kevin Barrett, Veterans Today Editor, for Press TV

Two former high-level insiders may have solved two of the mysteries surrounding the disappearance of Malaysian Flight 370:

What caused the plane to suddenly fly off-course? And why are all of the governments involved covering up the truth?

Had MH 370 crashed in the ocean, it would have left a huge, easily-visible debris field. Countries with satellite surveillance systems, and their partners, know exactly where the plane went. Boeing and its engine-manufacturer Rolls Royce also know, since planes and engines have GPS systems. (You can buy a GPS system for a little over $50 in the US; it would be naive to think a $320 million aircraft doesn't have one.) Even the INMARSAT satellite "pings" that we have been told can only sweep a broad arc of possible locations could in reality be used to locate the aircraft with some precision, due to the fact that radio transmissions vary in signatures according to time of day, sunspots, and so on. The "hunt for the airliner" peddled to the mainstream media is clearly a charade.

So what are all of the major players - both in governments and the aircraft industry - working so hard to hide?

Matthias Chang, a barrister who served as Political Secretary to Malaysian Prime Minister Dr. Mahathir Mohamad, explained during an exclusive Truth Jihad Radio interview that only a remote-hijacking fly-by-wire scenario can explain the plane's disappearance. Chang's views were confirmed by Gene "Chip" Tatum, a former Special Forces Air Combat Controller and US Army special operations pilot who has carried out ultra-sensitive missions at the direct orders of US Presidents.

Chang says the Malaysian government has been given sealed evidence by one or more foreign governments concerning the fate of MH-370. As a condition of receiving that evidence, Malaysia is not allowed to divulge it.

Matthias Chang is familiar with the highest levels of power in Malaysia. He presumably has some idea of what is in the sealed evidence. But if he did know, he could not say it directly.

Maybe that is why Matthias Chang recently sent an email to MH-370 investigators in the alternative media with a "hint":

"WHAT IF THE DISAPPEARANCE OF MH 370 IS SUCH THAT IF THE TRUTH BE KNOWN AS TO HOW IT HAPPENED IT WOULD NOT ONLY BE A SECURITY ISSUE, IT WOULD ALSO HAVE A GLOBAL IMPACT ON THE WORLD'S ECONOMY. 'THINGS' (USED IN A BROAD SENSE, AND SO YOU HAVE TO THINK WHAT 'THINGS' THAT) WOULD COME TO A COMPLETE HALT, ALMOST A COMPLETE SHUT DOWN."

What "things" would "come to a complete halt" and badly damage the world economy if the truth about MH-370 were told?

Chip Tatum thinks those "things" are commercial airplanes. In our interview Friday night, Tatum suggested that the current generation of airliners' fly-by-wire systems are extremely vulnerable to catastrophic sabotage, including electronic hijacking.

Tatum called the alleged search for the aircraft "a smokescreen... They're keeping the media busy in the South Indian Ocean while things are being done in other areas. I think the government doesn't want us to know what they know because they don't think we can handle the truth."

But what could that truth possibly be? Tatum explains: "If it were known that something is that easily hijacked by remote control, people would stop flying. And then you're talking about a huge impact on business and everything else."

So when Matthias Chang says that the truth about MH-370 would cause "things" to come to a complete halt, he is presumably referring to commercial air traffic. I asked Chang point blank if this was true. He did not deny it. But rather than confirm this hypothesis - which may be off-limits to direct discussion due to its inclusion in the sealed evidence Malaysia has been given - Chang directed me to his most recent article at FutureFastForward.com citing evidence that new technology allows planes to be flown from the ground.

Chip Tatum speculates that a bright teenager with a laptop and a cell phone could hack into commercial aircraft fly-by-wire systems. He explains that in newer aircraft, cables driven by pilot controls have been replaced by computers sending electronic signals. While technologies have been patented for protecting these fly-by-wire systems - notably US Patent #8,391,493, which the US government immediately "disappeared" from Patent Office records by invoking the Invention Secrecy Act - they apparently have not yet been implemented. If Tatum is right, commercial aircraft currently flying are wide-open for remote hijacking.

The scenario outlined by Chang and Tatum explains how MH370 was hijacked, and why all the major players are covering up the truth. But it does not explain who remote-hijacked MH370 and why. [...]


DIEGO GARCIA connection dismissed by US Gov't; media does not press further questions

(9) Diego Garcia the likely destination; it has a huge runway, sophisticated radar - Daily Paul

http://www.dailypaul.com/314371/rolls-royce-furthers-malaysian-plane-m ystery-engine-data-showed-plane-had-flown-for-four-hours-more-than-tho ught

Day 43 Malaysian plane mystery: US military base on Diego Garcia atoll IS involved

Submitted by SteveMT on Thu, 03/13/2014 - 14:26

Does anyone else smell a rat close by? This incident is beginning to stink of American involvement. Nothing like it has ever occurred in aviation history. Cell phone calls not able to be traced; no radar tracings; transponders turned off; no wreckage spotted; and a large plane with 239 people aboard vanishes without a trace. Enter the secret military base at the Diego Garcia atoll, which has a huge runway and is four hours flying time from Malaysia. Only government personal with a high security clearance work there; clearly visible are over a dozen B-52 aircraft on the 2014 satellite Google Map. With the tens of billions of dollars needed to build and maintain this facility, Diego Garcia must have its own dedicated satellite surveillance system that would show any aircraft, ships, or submarines getting even remotely close to this facility. However, the level of sophistication of its radar is classified and unverifiable. With the plane now missing for 43 days (1,000+ hours), the 'thinkables' have become unlikely and so the 'unthinkables' have become possibilities.

This is pure speculation NO LONGER, or so it would seem! Maldives island residents reported sighting of 'low flying jet' on the morning of the plane's disappearance that was finally reported on twelve days after the fact. The pilot of the missing plane had a home flight simulator, which was been reported twelve days later to contain the landing simulation program of the Diego Garcia runway along with four other runway approaches in the region. Whether any, all, or none of this information is true is still a matter of conjecture. What remains a fact is that not a trace of the Malaysian 777-200ER has been found. At his daily news briefing on 3-18-14, WH spokesperson Jay Carney has denied any involvement of the Diego Garcia facility with the disappearance of flight MH370.
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Did Missing Flight MH370 Land In The Maldives Or Diego Garcia
3-18-14
http://www.zerohedge.com/news/2014-03-18/did-missing-flight-...
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Maldives island residents report sighting of 'low flying jet'
Mar 18, 2014 - 02:55
Residents of the remote Maldives island of Kuda Huvadhoo in Dhaal Atoll have reported seeing a "low flying jumbo jet" on the morning of the disappearance of the Malaysia Airlines flight MH370.
http://www.haveeru.com.mv/news/54062
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Cops find five Indian Ocean practice runways in MH370 pilot’s simulator
March 18, 2014

“The simulation programmes are based on runways at the Male International Airport in Maldives, an airport owned by the United States (Diego Garcia), and three other runways in India and Sri Lanka, all have runway lengths of 1,000 metres.

“We are not discounting the possibility that the plane landed on a runway that might not be heavily monitored, in addition to the theories that the plane landed on sea, in the hills, or in an open space,” the source was quoted as saying.
http://www.themalaymailonline.com/malaysia/article/cops-find...
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[...]
US military base Diego Garcia [has an huge runway] is located at the
Indian Ocean.
See Google map/story at link:
http://english.astroawani.com/news/show/mh370-pentagon-has-i...
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Was Malaysia Airlines Flight 370 Redirected to Diego Garcia?
03/14/2014
http://abundantlifeliving.wordpress.com/2014/03/14/was-malay...
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(10) Pilot Forum: Diego Garcia has formidable radar, several airstrips, large hangars that can hide aircraft

No longer at http://www.cabaltimes.com/2014/03/12/ma370-redirected-to-diego-garcia/

But is at (save this webpage while you can): https://web.archive.org/web/20140505112414/http://abundantlifeliving.w ordpress.com/2014/03/14/was-malaysia-airlines-flight-370-redirected-to -diego-garcia/

Was Malaysia Airlines Flight 370 Redirected to Diego Garcia?

It has now become fairly evident that the disappearance of Malaysia Airlines Flight 370 from Kuala Lumpur to Beijing is not accidental. In fact, there is a strong possibility that the flight was commandeered to the US military base at Diego Garcia in the Indian Ocean. A bizarre “extraordinary rendition“?

DIEGO GARCIA. The Secret U.S. Naval Base UPDATED 4/8 – Video about Diego Garcia Why did Flight 370 try to hide its whereabouts?

MH370 was a 777-200 service carrying 239 passenger and crew on a regular Kuala Lumpur to Beijing service. To recap, it left KL at 12.40 am, it disappeared as a commercial radar trace at 1.22 am close to the area where such radar visibility to the Malaysia air traffic control system drops off, and was never observed as entering Vietnam controlled air space on a path intended to cross that country to the South China Sea and continue past Hong Kong toward its destination.

The transponders on Flight 370 was switched off immediately after it was outside the visibility of Malaysia’s air traffic control! To quote a poster GarageYears on a forum for professional pilots,

Turning off the transponder isn’t just a toggle or push-button, the switch is a rotary and you’d have to move it two positions to get it into the standby condition.

This could only have been done by a compromised crew, or by hijackers. To quote another forum member Tfor2,

1. It was a hi-jack (transponder turned off, no Mayday), and the plane was not under the control of the pilots. It flew to wherever was demanded, and something happened thereafter causing it to crash, probably from an effort to regain control (as with United 93 during events of 9/11). So it could be anywhere. An eye-witness will eventually come forward.

2. The most fearsome worry to come out of this is how come an aircraft can invade national territory without military or civil or satellite detection? This leaves a hole in the defense systems of all countries.

To quote a professional A330 pilot,

I think the flight deck was compromised.

But that’s not the only sign that Flight 370 was trying to hide its whereabouts. Immediately after shutting off its transponders, Flight 370 made a U-turn and headed in the direction of Diego Garcia, crossing Malaysia in the process. If there indeed had been a massive technical failure, the crew would have tried to safely ditch the plane at sea, not return to Malaysia. And if there had been a cabin decompression, the plane would have slowly lost altitude, crashing into the Gulf of Thailand. Malaysia’s Air Force Chief General Rodzali Daud first raised the possibility that the plane had reversed course the very next day (9th March), and he was quoted by a Malay-language paper as saying the jet had been tracked hundreds of miles from its intended flight path, over the Strait of Malacca off western Malaysia, and up to 320 kilometres northwest of the Malaysian state of Penang, after which it either disappeared or Malaysian radar lost capability to track it. It was clearly flying low, as if to avoid detection by radar.

After turning off its transponder, Flight 370 turned around and headed to the direction of Diego Garcia. [...]

— Florian Witulski (@vaitor) March 12, 2014

To quote another poster Frenchwalker on the same aforementioned forum,

Just to point out on some of the information provided by the Malaysian military last night around its last know position, more so around the fact the the aircraft descended to around 3000ft would this simply be to maintain Visual Flight Rules , cloud base in Kuala Lumpur usually sits between 3000ft and 10,000ft this would indicate the the person in command certainly had control of the Aircraft

A possible flight path of Flight 370, from where it was last observed on radar in Penang, to Diego Garcia.

If the plane was headed towards Diego Garcia (which is under eight hours of flying time from Kuala Lumpur), it would have been captured on Indonesian radars as well, and it was likely to have crossed over Indonesia. But unlike Malaysia, Indonesia is a defacto Globalist client state, and would immediately cover up such information. Australia also has a sophisticated radar network, but we haven’t heard from them either.

Apart from radar, there is also other “live” data associated with commercial aircraft, which is not being discussed. To quote another user of the forum Davionics,

Why has nobody confirmed/announced if there were any transmissions sent via SATCOM? Seems to be the elephant in the room – the media currently appears to have an unhealthy tunneled obsession with; radar, ads-b, voice comms, gps, black boxes, etc.

Surely ACARS and engine telemetry data could shine a good dose of light on this incredibly sad fiasco.

Many aircraft today also have Panasonic Avionics high-bandwidth eXconnect GCS (Global Communications Suite) to augment SATCOM.

Investigators have now confirmed that such live data indicated that the plane continued to fly even after its last radar contact. The just won’t tell us when the data transmissions ended (which would indicate when the flight landed). To quote,

“Throughout the roughly four hours after the jet dropped from civilian radar screens, these people said, the link operated in a kind of standby mode and sought to establish contact with a satellite or satellites. These transmissions did not include data, they said, but the periodic contacts indicate to investigators that the plane was still intact and believed to be flying.

Investigators are still working to fully understand the information, according to one person briefed on the matter. The transmissions, this person said, were comparable to the plane “saying I’m here, I’m ready to send data.”

And there is still no word about the signals from monitoring systems embedded in the plane’s Rolls-Royce PLC engines, which would have stopped when the plane landed.

Diego Garcia is the strongest US military-air force base in the Indian Ocean. It served as a forwarding base in almost all American conflicts in the Gulf and in Afghanistan. It was also a transit venue for the infamous “extraordinary renditions.” It possesses formidable radar capabilities, as well as several airstrips. And large hangars that can hide aircraft. To quote a commenter on a pilot’s website who believed the plane was in Diego Garcia,

My speculation is of this being a super-duper, super-extraordinary form of rendition.

And most important of all, Diego Garcia has a staff who follow a code of not asking too many questions and keeping their eyes wide shut. Unlike Malaysia, there are no General Dauds in Diego Garcia, who would blurt out what they saw on military radar.

Air Force One at Diego Garcia

An American aircraft carrier at Diego Garcia.

American military aircraft at Diego Garcia.

Good Times? Why Malaysia?

The presence of a large number of Chinese passengers on board the doomed flight is being used to strain relations between Communist China and Malaysia, and it may contribute to a future deterioration of their relationship, resulting in increased justification of Chinese presence in the region, and maybe even future Chinese aggression. This may also help explain why a Malaysian plane was targeted, as opposed to an Indonesian plane (Indonesia is already in the hands of the Globalists, and therefore never gets any brinkmanship from Communist China, which is a creation of the Globalists).

Malaysia is probably the only country in the world whose recent leadership has openly criticized the IMF, Israel, the War on Terror and made claims that 9/11 was an Inside Job. Malaysia has a bustling economy, but the Globalists prefer plantation style economies, such as neighbouring Indonesia, which is completely under Globalist control. Since Malaysia cannot be subject to the so-called War on Terror unless they start openly supporting Al-Qaida, the only other alternative the Globalists have is to feed it to China, and the Panda will invite itself for lunch, Al-Qaida or not.

Mainstream media has repeatedly stressed at Chinese impatience with Malaysian “incompetence.” While it is true that the present mess would not have been possible unless many Malaysian officials were compromised, so were many officials of other governments involved in the search and rescue efforts. And despite such high level corruption, the deliberately concealed fact that the plane had reversed course and moved Westwards did come out, albeit in a muffled way. It is unlikely that such disclosure would have ever happened in any of the neighbouring Globalist-dominated countries.

Compared to Globalist dominated Indonesia, Malaysia has gotten away with prosperity. But for how long?

Other Odd Ends

* Initially there were reports of some passengers who did not board the plane, but then Malaysian authorities were forced to “retract” their statements. Passengers connected to the Global Elite usually receive advance warnings.

* Flight 370 had 20 employees of Texas based Freescale Semiconductors. It would be interesting to know what their latest projects were. It is unclear whether or not the company counted the NSA among its clients. To quote Wikipedia on the company,

In the 1960s, one of the U. S. space program’s goals was to land a man on the moon and return him safely to Earth [Not Quite!]. In 1968, NASA began manned Apollo flights that led to the first lunar landing in July 1969. Apollo 11 was particularly significant for hundreds of employees involved in designing, testing and producing its electronics. A division of Motorola, which became Freescale Semiconductor, supplied thousands of semiconductor devices, ground-based tracking and checkout equipment, and 12 on-board tracking and communications units. An “up-data link” in the Apollo’s command module received signals from Earth to relay to other on-board systems. A transponder received and transmitted voice and television signals and scientific data.

[.......] and Motorola’s MPC5200 microprocessor deployed telematic systems for General Motors’ OnStar systems.

[.......] In addition, a recent ABI Research market study report states that Freescale owns 60% share of the Radio Frequency (RF) semiconductor device market.

[.......] Also in 2011, Freescale announced the company’s first magnetometer for location tracking in smart mobile devices.

* Confirmation of Iranian passengers travelling on false European passports. While they have been ruled out as hijackers, the Powers That Be sometimes do use Iranians for dirty work. There was also an attempt to portray them as favourably as possible.

* If a missile destroyed Flight 370, the missile would have left a radar signature (Thanks to Mike Adams). [...]

(11) The case for Diego Garcia; Jay Carney responds, "I'll rule that one out"

http://en.wikipedia.org/wiki/Malaysia_Airlines_Flight_370_unofficial_d isappearance_theories

Malaysia Airlines Flight 370 unofficial disappearance theories

[...] Diego Garcia

Conspiracy theorists have suggested that MH370 was either captured by the United States and then flown to the United States' military base on Diego Garcia[29] or that the plane landed at the base directly. The latter theory was raised at a White House daily briefing on 18 March, whereupon press secretary Jay Carney responded, "I'll rule that one out."[30] Underpinning the Diego Garcia theory were several elements, not only the purported area of the co-pilot cell contact and the plane's westward turn, both of which were consistent with a flight path toward the island, but also a message and image tied to a passenger. Shortly after the disappearance a message was posted to the 4chan site reading, "I have been held hostage by unknown military personal after my flight was hijacked (blindfolded). I work for IBM and I have managed to hide my cellphone in my ass during the hijack. I have been separated from the rest of the passengers and I am in a cell. My name is Philip Wood. I think I have been drugged as well and cannot think clearly."

The accompanying photo's Exif data identified not only the iPhone and a photo time shortly preceding the transmission, but GPS coordinates pinpointing a building directly on Diego Garcia. It was claimed the image was faked as at least one version suggested manipulation by the use of software package Picasa,[31] though the Jim Stone Freelance site claims it had an original copy prior to a particularly severe hacking, dismissed the variants as shillage, provided a screenshot of the original GPS coordinate readouts, rejected the claim the concealment was physically untenable, disproved the counterclaims that Wood was never an IBM engineer or on the plane (citing passenger manifests and Wood's LinkedIn profile), and cited a military source to attest wireless cell service in fact is available on Diego Garcia.[32] In addition, a screenshot was in circulation alleged to be taken from the Diego Garcia base website itself indicating that flight traffic on Diego Garcia was suspended for the 72 hours, effectively bracketing the time at which the plane would have landed.[33] [...]

This page was last modified on 18 July 2014 at 23:01.

(12) MH370: Diego Garcia Suspended All Flights On March 8th 2014 for 72 hrs

http://beforeitsnews.com/global-unrest/2014/03/flight-mh370-mystery-di ego-garcia-suspended-all-flights-on-march-8th-for-72-hrs-2458394.html

Flight MH370 Mystery. Diego Garcia Suspended All Flights On March 8th for 72 hrs.

Wednesday, March 19, 2014 10:05

Notice the date of the facebook post. March 8th. Now go to the facebook page.

{Facebook US Navy Support Facility Diego Garcia}
https://www.facebook.com/NSFDG

Notice they have completely erased all posts between March 6th, and March 9th. There is some very weird stuff going on down in creepy Diego Garcia, a place where the US operates completely independant of the constitution.

Edit to add, here is a link to the Diego Garcia Passenger facebook page with the March 8th flight schedule. Notice all other flight schedules throughout the month all had several flights schedules. The fact that no flight were scheduled for 3 days during the time MH370 went missing, all maintenance crew most likely were off on leave. Great time to sneak in an aircraft.

https://www.facebook.com/pages/Diego-Garcia-Passenger-Terminal/2429349 02443795

(13) Philip Wood’s fiance Sarah Bajc gets death threat after iPhone message from Diego Garcia

{IBM employee Philip Wood allegedly sent an i-Phone message from Diego Garcia to his fiance Sarah Bajc, a business executive in Beijing, saying that MH370 had been hijacked - Peter M.}

http://www.news.com.au/world/missing-malaysia-airlines-plane-philip-wo ods-lover-sarah-bajc-gets-death-threat-fbi-investigate/story-fndir2ev- 1226912945848

Missing Malaysia Airlines plane: Philip Wood’s lover Sarah Bajc gets death threat, FBI investigate

* by: Shoba Rao
* May 11, 2014 1:26PM

SINCE Flight MH370 vanished, life hasn’t been the same for one of the passengers’ girlfriends who’s been robbed, had a death threat and bizarre telephone calls.

Sarah Bajc has revealed she has also been robbed twice. But neither she nor the FBI can explain how the series of frightening incidents are linked to her partner Philip Wood, who went missing on the Malaysia Airlines plane.

All she knows is that they started after the plane went missing, and who ever is behind the incidents has left her very upset.

Bajc told NBC News she got an instant message warning that “I’m going to come and kill you next” about two weeks after MH370 disappeared on March 8.

The phone calls came from a China-based number, and once an FBI agent assigned to help her and Wood’s family was alerted to the strange calls, they stopped.

A number of pornographic images and phone calls were also received from the samephone number.

“It was just another straw on the camel’s back, very upsetting,” Bajc told NBC News.

Bajc claims the phone calls and messages started after her apartment was robbed for the first time, two weeks after MH370 officially went missing.

“Whoever came wasn’t very careful because I’m a real neat freak, so it was immediately apparent to me that some things had been moved,” she said.

“My housekeeper was out of town so it couldn’t have been her and I got home before my son got back.

The password on my safe had been reset which happens when you try the wrong code three times.”

“The second time was a couple weeks later and my neighbour saw two people leaving my apartment. I have no illusions of privacy here [in Beijing].”

Bajc was preparing to move from Beijing to live with her partner, a 50-year-old IBM Malaysia employee.


DATA PACKETS sent to Rolls-Royce from MH370 engines, but it later suppresses this

(14) MH370 sent automated reports to Rolls-Royce - New Scientist & Wall St Journal

http://en.wikipedia.org/wiki/Malaysia_Airlines_Flight_370

On 11 March, New Scientist reported that, prior to the aircraft's disappearance, two Aircraft Communications Addressing and Reporting System (ACARS) reports had been automatically issued to engine manufacturer Rolls-Royce's monitoring centre in the United Kingdom;[45] and The Wall Street Journal, citing sources in the US government, asserted that Rolls-Royce had received an aircraft health report every thirty minutes for five hours, implying that the aircraft had remained aloft for four hours after its transponder went offline.[46][47][48]

The following day, Hishammuddin Hussein, the acting Malaysian Minister of Transport, refuted the details of The Wall Street Journal report stating that the final engine transmission was received at 01:07 MYT, prior to the flight's disappearance from secondary radar.[48] The WSJ later amended its report and stated simply that the belief of continued flight was "based on analysis of signals sent by the Boeing 777's satellite-communication link... the link operated in a kind of standby mode and sought to establish contact with a satellite or satellites. These transmissions did not include data..."[49][50]

This page was last modified on 27 June 2014 at 09:56.

(15) Boeing & Rolls-Royce received data from MH370, but US Govt gagged them to stop intel leak to China

http://www.wantchinatimes.com/news-subclass-cnt.aspx?id=20140319000138 &cid=1101

US 'holding back' in MH370 search to avoid leaking intel to China

* Want China Times Staff Reporter, Taiwan
* 2014-03-19

The United States could be withholding information in the search for missing Malaysia Airlines flight MH370 out of fears that military or technological secrets could be leaked to China, reports iFeng, the website of Hong Kong's Phoenix Television. [...]

The iFeng report alleges that Boeing, the US manufacturer of the plane, and Rolls-Royce, its engine maker, had indeed received flight-time diagnostic data from the missing B777-200 for up to four hours after it disappeared as claimed by media reports last week, but were prevented by US authorities from divulging the information as it contained military secrets it wants to keep from China.

To avoid being sanctioned by US authorities, Rolls-Royce and Boeing had no choice but to publicly deny holding the information, though at the same time they intentionally leaked their technological capabilities to media outlets to avoid damaging their prospects in the Chinese market, iFeng said.

According to the iFeng report, there is a precedent for why US companies are wary of releasing technical expertise to China. During the 1980s, China Aerospace Science and Technology Corporation, the main contractor of the Chinese space program, cooperated with American aerospace and defense contractor Hughes Aircraft Company on satellite technology. When the two sides exchanged information in the hope of determining why a particular launch failed, the US company divulged key technical knowledge to the Chinese company that helped the latter advance its satellite technology by 10 years. The US government subsequently issued heavy penalties against Hughes and put the entire industry on alert when dealing with Chinese aerospace counterparts.

The US has therefore deliberately taken a back seat in the investigation into flight MH370 because it is concerned about demonstrating its military and technological might to rivals such as China, iFeng said. The US should have by far the most data on the whereabouts of the missing plane as it has military bases in Singapore, the Indian Ocean and Thailans, the report said, adding that the United States also uses military radar in Afghanistan and Pakistan and is an ally of Australia in the south. Combined with its weather satellites, marine satellites and spy satellites, it is difficult to understand why the US has not taken the lead in the search and investigation, iFeng said. [...]

(16) MH370: data withheld out of reluctance to reveal military technology

http://uk.reuters.com/article/2014/03/28/uk-malaysia-airlines-geopolit ics-analysi-idUKBREA2R1OQ20140328

Geopolitical games handicap Malaysia jet hunt

By Peter Apps and Tim Hepher

Fri Mar 28, 2014 7:28pm GMT

(Reuters) - The search for flight MH370, the Malaysian jetliner that vanished over the South China Sea on March 8, has involved more than two dozen countries and 60 aircraft and ships but been bedevilled by regional rivalries.

While Malaysia has been accused of a muddled response and poor communications, China has showcased its growing military clout and reach, while some involved in the operation say other countries have dragged their feet on disclosing details that might give away sensitive defence data.

That has highlighted growing tensions in a region where the rise of China is fuelling an arms race, and where several countries including China, Malaysia, Indonesia and the Philippines are engaged in territorial disputes, with the control of shipping lanes, fishing and potential hydrocarbon reserves at stake.

The Malaysian Airline jet, which disappeared en route from Kuala Lumpur to Beijing, was last officially detected hundreds of miles off course on the wrong side of the Malaysian peninsula.

As mystery deepened over the fate of the Boeing 777 and its 239 passengers and crew, most of them Chinese, it became clear that highly classified military technology might hold the key.

A reluctance to share sensitive data appeared to harden as the search area widened.

(17) CNN: WSJ says data from MH370 engines transmitted for at least 4 hours

http://www.cbsnews.com/news/malaysia-airlines-flight-370-authorities-w ide-search-for-missing-plane-again/

CBS/APMarch 13, 2014, 12:48 PM

Did Malaysian plane fly toward Indian Ocean after last contact?

Last Updated Mar 13, 2014 7:04 PM EDT

KUALA LUMPUR, Malaysia -- Malaysian authorities expanded their search for the missing jetliner westward toward India on Thursday, saying it may have flown for several hours after its last contact with the ground.
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CBS/APMarch 13, 2014, 12:48 PM

Did Malaysian plane fly toward Indian Ocean after last contact?

Last Updated Mar 13, 2014 7:04 PM EDT

KUALA LUMPUR, Malaysia -- Malaysian authorities expanded their search for the missing jetliner westward toward India on Thursday, saying it may have flown for several hours after its last contact with the ground.

CBS News correspondent Bob Orr reports that there are technical indicators suggesting the plane continued to fly for an unspecified period of time after civilian air traffic controllers lost radar contact with the jet. Sources say the Boeing 777 continued to attempt to transmit routine data about the plane's engines and performance to satellites. Malaysian authorities and Boeing apparently did not downlink the data, so details from plane's transmissions are not known.

But, the fact that the jet was continuing to send signals is a strong indication that the jet did not crash immediately after radar contact was lost. The engines instead continued to run, Orr reports, meaning the plane continued in flight or perhaps was on the ground but still producing power.

In addition, U.S. radar experts have looked at the Malaysian military radar track, which seemed to show the jet flying hundreds of miles off course west of its flight path, and back across the Malaysian peninsula. Sources say the radar appears to be legitimate and there is a strong reason to suspect that the unidentified blips - seen on military controller screens - are images of Malaysian Airlines 370.

All of this, Orr reports, is leading to the possibility that the jet flew for hours toward the Indian Ocean. And it is the reason the search field is expanding in that direction. [...]

The Wall Street Journal newspaper quoted U.S. investigators on Thursday as saying they suspected the plane remained in the air for about four hours after its last confirmed contact, citing data from the plane's engines that are automatically transmitted to the ground as part of a routine maintenance program.

"This opens up a whole host of new questions," CBS News aviation and safety expert Captain Chesley "Sully" Sullenberger said on "CBS This Morning."

"There's still much we don't know," said Sullenberger, explaining that only Boeing, or the manufacturer of the engines on the aircraft, Rolls Royce, could confirm or deny the report.

Hishammuddin said the government had contacted Boeing and Rolls Royce, the engine manufacturer, and both said the last engine data was received at 1:07 a.m., around 23 minutes before the plane's transponders, which identify it to commercial radar and nearby planes, stopped working.

Two sources close to the investigation told Reuters that Boeing and Rolls-Royce did not receive any maintenance data from the jet after the point at which its pilots last made contact.

CBS News contacted Rolls Royce twice on Thursday morning at the company's U.K. headquarters. The company refused to comment on the Wall Street Journal report.

Aviation experts tell CBS News the engine data would have been transmitted to Malaysia Airlines ground control, and then possibly on to Rolls Royce, by a decades-old system known as ACARS. The simple data transmission system is widely used in commercial aviation, and sends automated messages on virtually every operating system on an aircraft to the ground at regular intervals.

According to an article in the New Scientist, published on Tuesday, the Boeing 777-200 that left Kuala Lumpur for Flight 370 sent just two ACARS data transmissions to the ground, one just after takeoff and a second after it reached cruising altitude. The article did not mention any further transmissions. [...]

(1Cool The Independent: Rolls Royce dragged into the MH370 mystery

http://www.independent.co.uk/news/world/asia/missing-flight-mh370-roll s-royce-dragged-into-the-mystery-as-rumours-surface-suggesting-that-da ta-from-the-planes-engines-showed-it-had-flown-for-four-hours-more-tha n-thought-9190622.html

Missing flight MH370: Rolls Royce dragged into the mystery as rumours surface suggesting that data from the plane's engines showed it had flown for four hours more than thought

Andrew Buncombe Asia Correspondent

Thursday 13 March 2014

The British company Rolls Royce was tonight at the centre of growing confusion and mystery about the plight of missing Flight MH370 after it was claimed data sent from the plane's engines suggested it had flown for a further four hours from its last known location. [...]

(19) New Scientist: MH370 sent at least two bursts of technical data to Rolls Royce

http://www.newscientist.com/article/dn25201-malaysian-plane-sent-out-e ngine-data-before-vanishing.html

Malaysian plane sent out engine data before vanishing

* 17:23 11 March 2014 by Paul Marks

The missing Malaysia Airlines jet sent at least two bursts of technical data back to the airline before it disappeared, New Scientist has learned. The data may help investigators understand what went wrong with the aircraft, no trace of which has yet been found.

To aid maintenance, most airlines use the Aircraft Communications Addressing and Reporting System (ACARS), which automatically collates and files four technical reports during every flight so that engineers can spot problems. These reports are sent via VHF radio or satellite at take-off, during the climb, at some point while cruising, and on landing.

Malaysia Airlines has not revealed if it has learned anything from ACARS data, or if it has any. Its eleventh media statement since the plane disappeared said: "All Malaysia Airlines aircraft are equipped with... ACARS which transmits data automatically. Nevertheless, there were no distress calls and no information was relayed."

This would suggest no concrete data is to hand. But New Scientist understands that the maker of the missing Boeing 777's Trent 800 engines, Rolls Royce, received two data reports from flight MH370 at its global engine health monitoring centre in Derby, UK, where it keeps real-time tabs on its engines in use. One was broadcast as MH370 took off from Kuala Lumpur International Airport, the other during the 777's climb out towards Beijing. [...]

(20) Rolls-Royce backs Malaysian government's dismissal of reports over missing plane

http://www.derbytelegraph.co.uk/Rolls-Royce-Malaysian-government-8217- s-dismissal/story-20812145-detail/story.html

By RJohnson_dt | Posted: March 14, 2014

ROLLS-ROYCE has backed the Malaysian government's dismissal of media reports over the missing passenger plane.

The reports suggested that engine data gathered by Rolls-Royce showed that the missing Malaysia Airlines jet may have flown on for hours after it vanished from radar screens.

On Thursday, The Wall Street Journal ran a report claiming that US aviation investigators and national security officials believed the plane flew for a total of five hours, based on data automatically downloaded and sent to the ground from the Boeing 777's Rolls-Royce engines.

Flight MH370, which was fitted with two Derby-built Rolls-Royce Trent 800 engines, has been missing for more than a week now. [...]

But Malaysian Transport Minister Hishammuddin Hussein was quick to dismiss the report, saying it was "inaccurate".

He said the last transmission from the aircraft indicated that everything was normal.

He said: "Rolls-Royce and Boeing teams are here in Kuala Lumpur and have worked with the investigations team since Sunday.

"Whenever there are new details, they must be corroborated. Since these media reports, Malaysia Airlines has asked Rolls-Royce and Boeing specifically about this data. As far as Rolls-Royce and Boeing are concerned, those reports are inaccurate."

In a statement, Rolls-Royce said: "Rolls-Royce concurs with the statement made on Thursday by Malaysia's Transport Minister Hishammuddin Hussein regarding engine health monitoring data received from the aircraft.

"Rolls-Royce continues to provide its full support to the authorities and Malaysia Airlines." [...]


REMOTE-CONTROL TECHNOLOGY

(21) Bush Jnr announced technology "to take over distressed aircraft and land it by remote control"

http://articles.chicagotribune.com/2001-09-28/news/0109280208_1_remote -air-line-pilots-association-plane

Landing by remote control doesn't quite fly with pilots

September 28, 2001

By Jeff Long, Tribune staff reporter.

The military has been flying planes and landing them safely by remote control for years, but airline pilots say questions about security must be answered before that technology is used aboard commercial jetliners to thwart hijackers the way President Bush suggested Thursday during a speech in Chicago.

"We will look at all kinds of technologies to make sure that our airlines are safe," Bush said at O'Hare International Airport. "... including technology to enable controllers to take over distressed aircraft and land it by remote control." ==

Full text of the speech,titled At O'Hare, President Says "Get On Board", is at
http://georgewbush-whitehouse.archives.gov/news/releases/2001/09/20010 927-1.html

(22) Boeing Parent for remote control of a plane (2006)

http://patft.uspto.gov/netacgi/nph-Parser?Sect1=PTO1&Sect2=HITOFF&d=PA LL&p=1&u=%2Fnetahtml%2FPTO%2Fsrchnum.htm&r=1&f=G&l=50&s1=7,142,971.PN. &OS=PN/7,142,971&RS=PN/7,142,971

United States Patent 7,142,971
Brown , et al. November 28, 2006
System and method for automatically controlling a path of travel of a vehicle

Abstract

The method and system for automatically controlling a path of travel of a vehicle include engaging an automatic control system when the security of the onboard controls is jeopardized. Engagement may be automatic or manual from inside the vehicle or remotely via a communication link. Any onboard capability to supersede the automatic control system may then be disabled by disconnecting the onboard controls and/or providing uninterruptible power to the automatic control system via a path that does not include the onboard accessible power control element(s). The operation of the vehicle is then controlled via the processing element of the automatic control system. The control commands may be received from a remote location and/or from predetermined control commands that are stored onboard the vehicle.
Inventors: Brown; Eric D. (Huntington Beach, CA), Cameron; Douglas C. (Seal Beach, CA), Krothapalli; Krish R. (Redondo Beach, CA), von Klein, Jr.; Walter (Long Beach, CA), Williams; Todd M. (Long Beach, CA)
Assignee: The Boeing Company (Chicago, IL)
Family ID: 32736422
Appl. No.: 10/369,285
Filed: February 19, 2003
Prior Publication Data

Document Identifier Publication Date
US 20040162670 A1 Aug 19, 2004

(23) Air Force demonstrates Raytheon GPS-Based precision Auto-Landing System

http://www.iasa.com.au/folders/RoboLander_files/raytheontrials.htm

Raytheon and Air Force Demonstrate Civil-Military Interoperability for GPS-Based Precision Auto-Landing System.

MARLBOROUGH, Mass., Oct. 1 /PRNewswire/ --

A government-industry team accomplished the first precision approach by a civil aircraft using a military Global Positioning System (GPS) landing system on Aug. 25 at Holloman AFB, N.M., Raytheon Company (NYSE: RTN) announced today. A FedEx Express 727-200 Aircraft equipped with a Rockwell-Collins GNLU-930 Multi-Mode Receiver landed using a Raytheon-developed military ground station. Raytheon designed and developed the differential GPS ground station under an Air Force contract for the Joint Precision Approach and Landings System (JPALS) program. The JPALS system is being developed to meet the Defense Department's need for an anti-jam, secure, all weather Category II/III aircraft landing system that will be fully interoperable with planned civil systems utilizing the same technology. Raytheon and the U.S. Air Force have been conducting extensive flight testing for JPALS at Holloman over the last three months. The FedEx Express 727-200 aircraft at Holloman successfully conducted a total of sixteen Category I approaches. After completing a number of pilot flown approaches for reference the aircraft conducted six full autolands using the JPALS ground station. "The consistency of the approaches allowed us to proceed to actual autolandings with very little delay," said Steve Kuhar, Senior Technical Advisor Flight Department for FedEx Express. The aircraft was guided by differential GPS corrections, integrity information, and precision approach path points transmitted from the Raytheon developed JPALS ground station. Although the approaches were restricted to Category I, accuracies sufficient to meet Cat II/III requirements were observed. Raytheon is the world leader in designing and building satellite-based navigation and landing solutions for civil and military applications. In addition to developing JPALS for the Department of Defense, Raytheon is also developing both the Local Area Augmentation System (LAAS) and the Wide Area Augmentation System (WAAS) for the Federal Aviation Administration. The JPALS and LAAS will provide an interoperable landing capability for military and civil applications. "Raytheon is committed to developing and deploying satellite based navigation and landing systems for the military and the flying public," said Bob Eckel, Raytheon vice president for Air Traffic Management. "We understand the importance of this technology and are proud to be a part of the success achieved this summer during JPALS testing at Holloman." With headquarters in Lexington, Mass., Raytheon Company is a global technology leader in defense, government and commercial electronics, and business and special mission aircraft. [...]

Automatic Landing of a 737 using NSS Integrity Beacons

Clark E. Cohen, H. Stewart Cobb, David G. Lawrence, Boris S. Pervan,
Andrew K. Barrows, Michael L. O'Connor, Konstantin Gromov,
Gabriel H. Elkiam, Jock R. I. Christie
J. David Powell, and Bradford W. Parkinson

Department of Aeronautics and Astronautics
Stanford University

Gerald J. Aubrey, Willaim Loewe
United Airlines

Douglas Ormiston
Boeing Commercial Airplane Group

B. David McNally, David N. Kaufmann
NASA Ames Research Center

Victor Wullschleger
Federal Aviation Administration Technical Center

Ray Swider
Federal Aviation Administration

Presented at ISPA, Braunschweig Germany, February 1995
---------------------------------------------------------------------- ----------

ABSTRACT

Differential GNSS and miniature, low-cost Integrity Beacon pseudolites were used to carry out 110 successful automatic landings of a United Boeing 737-300 aircraft. [...] The series of 110 automatic landings were carried out at NASA's Crows Landing facility in California over a four-day period during the week of October 10, 1994. A laser tracker was used as an independent means for characterizing flight performance. The feasibility demonstration was sponsored by the FAA.

GNSS = Global Navigation Satellite Systems
http://einstein.stanford.edu/gps/ABS/auto_land_737_cec95.html
Return to Publications List of the Stanford University GPS Lab
Clark E. Cohen clark@relgyo.stanford.com

(24) Boeing 777 features digital fly-by-wire controls & software-configurable avionics

http://en.wikipedia.org/wiki/Boeing_777

Boeing introduced a number of advanced technologies with the 777 design, including fully digital fly-by-wire controls, fully software-configurable avionics, Honeywell LCD glass cockpit flight displays, and the first use of a fiber optic avionics network on a commercial airliner. Boeing made use of work done on the cancelled Boeing 7J7 regional jet, which utilized similar versions of the chosen technologies. In 2003, Boeing began offering the option of cockpit electronic flight bag computer displays. In 2013, Boeing announced that the upgraded 777X models would incorporate airframe, systems, and interior technologies from the 787.

This page was last modified on 18 July 2014 at 22:43.

(25) Remote-control software disconnects onboard controls, provides Power "from an alternative power control element"

http://news.asiaone.com/news/malaysia/mh370-search-boeing-has-patent-a utopilot-tech

MH370 search: Boeing has patent for autopilot tech

Sira Habibu

The Star/Asia News Network

Saturday, Apr 12, 2014

PETALING JAYA - When it was first speculated that Flight MH370 could have been hijacked via remote control access, many dismissed it as far-fetched science fiction.

But the technology to navigate planes, ships, trains, buses and other vehicles by remote control has been around for about a decade.

The Boeing Company, the world's leading aerospace company and the largest manufacturer of commercial jetliners and military aircraft, has the technology.

It owns a patent for a system that enables remote controlling of its aircraft to counter hijacking attempts.

Boeing applied for the patent for an "uninterruptible autopilot control system" about 11 years ago, and was awarded it in 2006.

The system can be activated when the security of onboard controls are jeopardised.

"The method and systems of the present invention provide techniques for automatically navigating, flying and landing an air vehicle," states the report for the US patent number US7142971B2.

Once activated, an aircraft could be automatically navigated, flown and made to land without input from anyone on board.

"Any onboard capability to supercede the automatic control system may be disabled by disconnecting the onboard controls," states the report.

Power is provided to the automatic control system "from an alternative power control element that is inaccessible (to anyone on board the vehicle)".

According to the patent report, control commands could be received from a remote location and/or from predetermined control commands stored on board the plane.

Boeing applied for the patent on Feb 19, 2003, barely two years after the Sept 11 attack in which hijacked planes rammed into the World Trade Centre, reducing the gigantic buildings into rubble.

Eric D. Brown, Douglas C. Cameron, Krish R. Krothapalli, Walter von Klein Jr and Todd M. William invented the system for Boeing. The patent was awarded three years later on Nov 28, 2006.

When the automatic control system is activated, no one on board the aircraft would be capable of controlling its flight.

The patent report also states that a signal might be transmitted to at least one remote location from the plane to indicate that the uninterruptible autopilot mode of the air vehicle has been engaged.

The system includes a dedicated communication link between the aircraft and a remote location, distinct from any communication link established for other types of communication.

According to an independent analyst James Corbett, the US Federal Aviation Administration had reported on the Federal Registrar last November that the Boeing 777-200, -300 and -300ER aircraft were equipped with an electronics security system to check unauthorised internal access.

(26) Emirates President sceptical about MH370 investigation, worries that 777s can be remotely hijacked

http://aviationweek.com/commercial-aviation/emirates-clark-sees-mh370- investigation-deficiencies

Emirates' Clark Sees MH370 Investigation Deficiencies

Jun 3, 2014 Jens Flottau | AWIN First

Emirates Airline President Tim Clark is demanding more transparency in the investigation of the disappearance of Malaysia Airlines flight MH370. "We are the largest operator of the Boeing 777 in the world. I need to know how anybody could interdict our systems," Clark told Aviation Week in an interview on the sidelines of the International Air Transport Association's (IATA) annual general assembly in Doha, Qatar. "Something is not right here and we need to get to the bottom of it."

Clark criticized how the investigation into the disappearance of the Malaysian Boeing 777 has been handled. "There have been many questions unanswered or dealt with in a manner that is unacceptable to the forensic nature of the inquiry." He believes that "this aircraft was disabled in three primary systems. To be able to disable those requires a knowledge of the system which even our pilots in Emirates don't know how to do. Somebody got on board and knew exactly what they were up to."

Clark also does not believe that the aircraft was not seen when it flew over land in Malaysia after its initial unplanned left turn. "The notion that the track of an aircraft going across the Malaysian peninsula was not picked up on primary radar, sorry, I don't subscribe to that view."

The Emirates President is also skeptical about the industry initiatives on flight tracking. "We have never lost an aeroplane in 50 years, we have always known where they are. Whoever was clever enough to interdict the system, will be able to interdict this one as well." To Clark, tracking is not the main issue: "the first thing you need to do is do not allow anybody on board to disable ACARS - job done."

=== second half-bulletin starts here

This newsletter is at http://mailstar.net/bulletins/140727-b2420-MH370.rtf

WAS DODGING RADAR - guided by a skilled aviator - or remotely by computer

(27) MH370 was navigating between way-points as it headed west towards Andaman Islands

http://www.nbcnews.com/storyline/missing-jet/radar-shows-plane-deliber ately-flew-toward-indian-ocean-reports-n52561

Radar Shows Plane Deliberately Flew Toward Indian Ocean: Reports

By Alastair Jamieson

First published March 14 2014, 3:47 AM

Military radar evidence suggests the missing Malaysia Airlines jetliner was deliberately flown west toward the Indian Ocean's Andaman Islands, sources told Reuters on Friday as mounting evidence pointed to a criminal inquiry into Flight MH370.

Two sources told Reuters that an unidentified aircraft - believed by investigators to be the missing Boeing 777 - was following a route between navigational way-points, indicating it was being flown by someone with aviation training when it was last plotted on military radar off the country's northwest coast. [...]

(2Cool MH370 was 'thrown around like a fighter jet in attempt to dodge radar'

http://www.independent.co.uk/news/world/asia/missing-malaysia-airlines -flight-was-thrown-around-like-a-fighter-jet-after-disappearing-from-r adar-9257368.html

Malaysia Airlines flight MH370: Stricken plane was 'thrown around like a fighter jet in attempt to dodge radar'

Investigators now convinced that plane was 'flown very low at a very high speed' in bid to avoid radar detection, source claims

TOMAS JIVANDA

Sunday 13 April 2014

The missing Malaysia Airlines flight was “thrown around like a fighter jet” in a bid to dodge radar detection after it disappeared, Malaysian military investigators reportedly now believe.

An unnamed source cited by The Sunday Times added that officials are now convinced that the plane was “flown very low at a very high speed”.

The source concluded: “And it was being flown to avoid radar.”

It is also possible that the flight surged to 45,000 feet - 10,000 above its normal cruising altitude of 35,000 feet - after disappearing, before dropping to as low as 5000 feet, reports by investigators have suggested.

The low altitude would fit in with a report by Malaysia’s New Straits Times newspaper that co-pilot Fariq Abdul Hamid tried to make a mid-flight phone call shortly before the plane disappeared.

In order for the phone signal to reach the reported telecommunications tower near the Malaysian city of Penang, the plane would needed to have been flying under 7000 feet.

The newspaper report said the signal ended abruptly before contact was established.


POWER INTERRUPTION 2.25pm - indicated onboard Hacker, or REMOTE HACKER

(29) MH370 handshake/log-on at 2.25am indicates power interruption - by onboard or remote hijacker - and attempt to dodge radar

{Note that this and other news reports of this handshake/log-on ASSUME that the hacker was onboard, and therefore talk of "cockpit tampering"; they do not consider the possibility of remote hijacking - Peter M.}

http://www.telegraph.co.uk/news/worldnews/asia/malaysia/10933917/MH370 -New-evidence-of-cockpit-tampering-as-investigation-into-missing-plane -continues.html

MH370: New evidence of cockpit tampering as investigation into missing plane continues

Investigations into the missing Malaysia Airlines flight MH370 have revealed apparent tampering of systems in the cockpit

By Jonathan Pearlman, Sydney

2:26PM BST 29 Jun 2014

Air crash investigators probing the disappearance of Malaysia Airlines MH-370 have discovered possible new evidence of tampering with the plane's cockpit equipment.

A report released by Australian air crash investigators has revealed that the missing Boeing 777 suffered a mysterious power outage during the early stages of its flight, which experts believe could be part of an attempt to avoid radar detection.

According to the report, the plane's satellite data unit made an unexpected "log-on" request to a satellite less than 90 minutes into its flight from the Malaysian capital, Kuala Lumpur, to the Chinese city of Beijing. The reports says the log-on request - known as a "handshake" - appears likely to have been caused by an interruption of electrical power on board the plane.

"A log-on request in the middle of a flight is not common," said the report, by the Australian Transport Safety Bureau. "An analysis was performed which determined that the characteristics and timing of the logon requests were best matched as resulting from power interruption."

David Gleave, an aviation safety expert from Loughborough University, said the interruption to the power supply appeared to be the result of someone in the cockpit attempting to minimise the use of the aircraft's systems. The action, he said, was consistent with an attempt to turn the plane's communications and other systems off in an attempt to avoid radar detection.

"A person could be messing around in the cockpit which would lead to a power interruption," he said. "It could be a deliberate act to switch off both engines for some time. By messing about within the cockpit you could switch off the power temporarily and switch it on again when you need the other systems to fly the aeroplane."

Inmarsat, the company that officially analysed flight data from MH370, has confirmed the assessment but says it does not know why the aircraft experienced a power failure.

"It does appear there was a power failure on those two occasions," Chris McLaughlin, from Inmarsat, told The Telegraph. "It is another little mystery. We cannot explain it. We don't know why. We just know it did it."

The Australian report released by Australian authorities has revealed that the Boeing 777 attempted to log on to Inmarsat satellites at 2.25am, three minutes after it was detected by Malaysian military radar.

This was as the plane was flying north of the Indonesian island of Sumatra. The aircraft had already veered away from the course that would have taken it to its destination of Beijing, but had not yet made its turn south towards the Indian Ocean.

The aircraft experienced another such log-on request almost six hours later, though this was its seventh and final satellite handshake and is believed to have been caused by the plane running out of fuel and electrical power before apparently crashing, somewhere in the southern Indian Ocean. The other five handshakes were initiated by the satellite ground station and were not considered unusual.

Asked whether the power interruption could have been caused by a mechanical fault, Mr Gleave said: "There are credible mechanical failures that could cause it. But you would not then fly along for hundreds of miles and disappear in the Indian Ocean."

Another aviation expert, Peter Marosszeky, from the University of New South Wales, agreed, saying the power interruption must have been intended by someone on board. He said the interruption would not have caused an entire power failure but would have involved a "conscious" attempt to remove power from selected systems on the plane.

"It would have to be a deliberate act of turning power off on certain systems on the aeroplane," he said. "The aircraft has so many backup systems. Any form of power interruption is always backed up by another system.

"The person doing it would have to know what they are doing. It would have to be a deliberate act to hijack or sabotage the aircraft."

An international team in Malaysia investigating the cause of the crash has not yet released its findings formally, but has indicated it believes the plane was deliberately flown off course. The plane disappeared on March 8 with 239 passengers aboard but an international air, sea and underwater search has failed to find any wreckage.

The Australian report added that the plane appeared to have flown on autopilot across the Indian Ocean and that the crew and passengers were likely to have been unresponsive due to lack of oxygen during the southward flight.

It has recommended an underwater search in an area about 1,100 miles west of Australia, around the location where the plane's seventh "handshake" is believed to have occurred.

The report also notes that the plane's in-flight entertainment system delivered a satellite message 90 seconds after the first power failure but not after the second failure hours later. This, it says, "could indicate a complete loss of generated electrical power shortly after the seventh handshake".

The new underwater search will begin in August and cover about 23,000 square miles. It is expected to take up to a year.

(30) Natural News reports the handshake/log-on as "cockpit tampering" to hide plane from radar

http://www.naturalnews.com/045800_Malaysia_Airlines_Flight_370_hijacki ng_cockpit_tampering.html
http://www.goldismoney2.com/showthread.php?66947-Near-conclusive-evide nce-that-Malaysia-Airlines-MH370-was-hijacked

Near-conclusive evidence that Malaysia Airlines MH370 was hijacked: cockpit tampering deliberately hid plane from radar

Tuesday, July 01, 2014

by Mike Adams, the Health Ranger

(NaturalNews) New evidence is now emerging that Malaysia Airlines flight 370 was almost certainly hijacked. This is now readily apparent from the fact that the aircraft cockpit electrical systems were tampered with, reports the Telegraph. (1) [...]

How transponders and squawk codes work

When aircraft clear departure at a large airport, the departure controllers give them a "squawk" code to enter into their transponders. Squawk codes are 4-digit codes such as 0251.

Once the pilot enters this code into their transponder, Air Traffic Control (ATC) sees that squawk code number assigned to that plane's icon on their radar screen. Heading and altitude information will also be shown next to the squawk code.

A commercial airline pilot would never voluntarily turn off their transponder. Flying without a transponder not only makes you invisible to ATC, it also makes you invisible to other nearby planes which can hit you mid-air, especially when flying in or out of busy airport traffic patterns. As a bonus, it also gets your commercial pilot's license yanked by the FAA or other aviation authorities. Switching off a transponder puts all the lives of the crew and passengers at risk.

The fact that the MH370 transponder was switched off almost certainly means the airplane was hijacked by someone who knew how to hide the plane from radar. The plane was then flown for many hours afterward, according to satellite signals. This also means there was a deliberate attempt to transport the plane to another location, not to dump it in the ocean as is thoughtlessly suggested by mainstream media. (Nobody goes to the trouble of hiding a plane from ATC radar and flying it for seven hours just to dump it in the ocean.)

The fact that the transponder was powered off also means the hijacker(s) were very technically educated about aircraft and transponders. They knew how to disable the electrical subsystem, in other words. That takes specialized knowledge that "ordinary" hijackers wouldn't know.

Yet more proof of the hijacking: emergency squawk codes were not used

Want even more proof that the plane was hijacked and didn't just suffer a radio communications failure of some kind?

All commercial airline pilots are taught to memorize so-called emergency squawk codes. These include:

7500 Hijack in progress
7600 Communications failure
7700 In-flight emergency
7777 Military intercept

Had this plane suffered a com failure that took out its radios, the pilot would have simply squawked 7600 and ATC would have known the com units had failed, but the plane could still be flown.

Had the plane been hijacked by an "ordinary" hijacker with little aviation knowledge, the pilot could have covertly entered a squawk code of 7500, indicating a hijacking. This only requires entering the four digits on a small keypad typically located near the Primary Function Display (PDF).


IMMARSAT FALSE TRAILS

(31) MH370: Australian navy admits it followed a false trail of pings

http://www.smh.com.au/national/mh370-australian-navy-followed-false-tr ail-in-search-for-missing-plane-20140529-397dg.html

MH370: Australian navy followed false trail in search for missing plane

May 30, 2014

The exposure of a false trail of pings has led to experts abandoning a search area identified as the final resting place of Malaysia Airlines flight MH370, calling into question two months of search efforts.

The area in the Indian Ocean became the focus of international attention on April 11 after the Prime Minister, Tony Abbott, announced he was confident signals had been detected from MH370's black box, narrowing the search to an 850-square kilometre zone.

But on Thursday Deputy Prime Minister Warren Truss went before Parliament to say the ''pings'' were the best information the government had at the time but ''the area can now be discounted''.

Mr Truss said a ''painstaking'' search of an area up to 60,000 square kilometres would now follow an oceanographic survey of the sea floor and an extensive review of all data available surrounding the plane's disappearance.

He made the announcement after Australian aviation authorities declared the plane was not in the Indian Ocean search zone where the pings were detected, and warned a revised search could take more than a year.

''The Australian Transport Safety Bureau (ATSB) has advised that the search in the vicinity of the acoustic detections can now be considered complete and in its professional judgment, the area can now be discounted as the final resting place of MH370,'' the Joint Agency Co-ordination Centre said on Thursday. [...]

The official word came after a US Navy official told CNN this morning that the pings are now universally believed to have come from a man-made source unrelated to the missing jetliner, and not from the plane’s data or cockpit voice recorders.

Michael Dean, the Navy’s deputy director of ocean engineering, said that if the pings had come from the recorders, searchers would have found them.

“Our best theory at this point is that (the pings were) likely some sound produced by the ship ... or within the electronics of the Towed Pinger Locator,” Dean said.

“Always your fear any time you put electronic equipment in the water is that if any water gets in and grounds or shorts something out, that you could start producing sound.”

(32) Satellite experts: Immarsat's analysis doesn't make sense - The Atlantic

http://www.theatlantic.com/technology/archive/2014/05/why-the-official -explanation-of-mh370s-demise-doesnt-hold-up/361826/

Why the Official Explanation of MH370's Demise Doesn't Hold Up

Outside satellite experts say investigators could be looking in the wrong ocean.

ARI N. SCHULMAN

The Atlantic

MAY 8 2014, 8:00 AM ET

Investigators searching for the missing Malaysian Airlines flight were ebullient when they detected what sounded like signals from the plane's black boxes. This was a month ago, and it seemed just a matter of time before the plane was finally discovered.

But now the search of 154 square miles of ocean floor around the signals has concluded with no trace of wreckage found. Pessimism is growing as to whether those signals actually had anything to do with Flight 370. If they didn't, the search area would return to a size of tens of thousands of square miles.

Even before the black-box search turned up empty, observers had begun to raise doubts about whether searchers were looking in the right place. Authorities have treated the conclusion that the plane crashed in the ocean west of Australia as definitive, owing to a much-vaunted mathematical analysis of satellite signals sent by the plane. But scientists and engineers outside of the investigation have been working to verify that analysis, and many say that it just doesn't hold up. [...]

Inmarsat concluded that the flight ended in the southern Indian Ocean, and its analysis has become the canonical text of the Flight 370 search. It’s the bit of data from which all other judgments flow—from the conclusive announcement by Malaysia’s prime minister that the plane has been lost with no survivors, to the black-box search area, to the high confidence in the acoustic signals, to the dismissal by Australian authorities of a survey company’s new claim to have detected plane wreckage.

Although Inmarsat officials have described the mathematical analysis as "groundbreaking," it's actually based on some relatively straightforward geometry. Here’s how it works: Every so often (usually about once an hour), Inmarsat’s satellite sends a message to the plane’s communication system, asking for a simple response to show that it’s still switched on. This response doesn’t specify the plane’s location or the direction it's heading, but it does have some useful information that narrows down the possibilities.

You can think of the ping math like a game of Marco Polo played over 22,000 miles of outer space. You can’t see the plane. But you shout Marco, and the plane shouts back Polo. Based on how long the plane takes to respond, you know how far away it is. And from the pitch of its voice, you can tell whether it’s moving toward you or away from you—like the sound of a car on the highway—and about how fast.

This information is far from perfect. You know how far the plane was for each ping, but the ping could be coming from any direction. And you how fast the plane is moving toward or away from you. It could also be moving right or left, up or down, and the speeds would sound the same. The task of the Inmarsat engineers has been to take these pieces and put them together, working backwards to reconstruct possible flight paths that would fit the data.

What’s the Frequency?

There are two relevant pieces of information for each ping: the time it took to travel from plane to satellite, and the radio frequency at which it was received. It’s important to keep in mind that the transit times of the pings correspond to distances between satellite and plane, while frequencies correspond to relative speeds between satellite and plane. And this part’s critical: Relative speed isn’t the plane’s actual airspeed, just how fast it’s moving toward or away from the satellite.

Authorities haven't released much information about the distances--just the now-famous "two arcs" graphic, derived in part from the distance of the very last ping. But they've released much more information about the ping frequencies. In fact, they released a graph that shows all of them:

Inmarsat

This graph is the most important piece of evidence in the Inmarsat analysis. What it appears to show is the frequency shifts or "offsets"--the difference between the normal "pitch" of the plane's voice (its radio frequency) and the one you actually hear.

{visit the webpage to see the diagrams}

The graph also shows the shifts that would be expected for two hypothetical flight paths, one northbound and one southbound, with the measured values closely matching the southbound path. This is why officials have been so steadfastly confident that the plane went south. It seems to be an open-and-shut verdict of mathematics.

So it should be straightforward to make sure that the math is right. That’s just what a group of analysts outside the investigation has been attempting to verify. The major players have been Michael Exner, founder of the American Mobile Satellite Corporation; Duncan Steel, a physicist and visiting scientist at NASA’s Ames Research Center; and satellite technology consultant Tim Farrar. They’ve used flight and navigation software like STK, which allows you to chart and make precise calculations about flight scenarios like this one. On their blogs and in an ongoing email chain, they’ve been trying to piece together the clues about Flight 370 and make sense of Inmarsat’s analysis. What follows is an attempt to explain and assess their conclusions.

What We Know

Although the satellite data provides the most important clues about the plane’s overall flight path, they’re not the only clues available. Authorities have some basic but crucial additional information about the flight that can help to make sense of the satellite math:

1. The satellite’s precise coordinates

The satellite in contact with Flight 370 was Inmarsat’s IOR satellite, parked in geostationary orbit above the Indian Ocean. The satellite is meant to be stationary, but its orbit has decayed somewhat, so that it actually rotates slightly around its previously fixed position. Its path is publicly available from the Center for Space Standards & Innovation.

2. The plane’s takeoff time and coordinates

16:41 UTC from the Kuala Lumpur airport.

3. The plane’s general motion toward or away from the satellite

From radar tracking, we know the plane traveled northeast, away from the satellite, over the first 40 minutes after takeoff, then westward, toward the satellite, until 94 minutes into the flight, when it was last detected on radar. Inmarsat spokesmen have stated that the ping distances got progressively longer over the last five hours of flight, meaning that the plane was moving away from the satellite during that time.

4. Two flight paths investigators think are consistent with the ping data

In addition to the frequency shift graph, the Inmarsat report includes a map with two “Example Southern Tracks,” one assuming a flight speed of 400 knots, the other a speed of 450 knots.

These bits of knowledge allow us to put some basic constraints on what a graph of the ping frequency shifts should look like. We’ll use more precise numbers later; for now, it’s helpful just to have some qualitative sense of what to expect:

5. Frequency shifts that should all be negative

When the plane is moving away from the satellite, the radio signal gets stretched out, so the frequency decreases. This means that the frequency shifts should be negative over most of the flight. Although there was an approximately one-hour period starting 40 minutes after takeoff when radar showed the plane moving westward, toward the satellite, the graph shows that no pings were sent during that time—so actually, all of the shifts on the graph should be negative.

6. Frequency shifts before takeoff that should be near zero

Plotting the satellite’s path in STK, you can see that it moves through an ellipse centered around the equator. Space scientist Steel has created this graphic of the satellite’s motion, including marks for its position when the plane took off and when it last pinged the satellite:

The satellite’s motion is almost entirely north-south, and the plane’s takeoff location in Kuala Lumpur is almost due east of the satellite. This means that the satellite was only barely moving relative to Kuala Lumpur, so the frequency shift for a plane nearly stationary on the ground at the airport would be nearly zero.

7. Frequency shift graph should match map of southbound flight paths

The way the Marc-Polo math works is that, if you assume the plane traveled at some constant speed, you can produce at most one path north and one path south that fit the ping data. As the example flight paths on Inmarsat’s map show, the faster you assume the plane was moving overall, the more sharply the path must arc away from the satellite.

This constraint also works the other way: Since flight paths for a given airspeed are unique, you can work backwards from these example paths, plotting them in STK to get approximate values for the ping distances and relative speeds Inmarsat used to produce them. The relative speeds can then be converted into frequency shifts, which should roughly match the values on the frequency graph. (This is all assuming that Inmarsat didn’t plot the two example paths at random but based on the ping data.) We’ll put more precise numbers on this below.

The Troubled Graph

But the graph defies these expectations. Taken at face value, the graph shows the plane moving at a significant speed before it even took off, then moving toward the satellite every time it was pinged. This interpretation is completely at odds with the official conclusion, and flatly contradicted by other evidence.

The first problem seems rather straightforward to resolve: the reason the frequency shifts aren't negative is probably that Inmarsat just graphed them as positive. Plotting absolute values is a common practice among engineers, like stating the distance to the ocean floor as a positive depth value rather than a negative elevation value.

But the problem of the large frequency shift before takeoff is more vexing. Exactly how fast does the graph show the plane and satellite moving away from each other prior to takeoff? The first ping on the graph was sent at 16:30 UTC, eleven minutes prior to takeoff. The graphed frequency shift for this ping is about -85 Hz. Public records show that the signal from the plane to the satellite uses a frequency of 1626 to 1660 MHz. STK calculations show the satellite’s relative motion was just 2 miles per hour toward the airport at this time. Factoring in the satellite’s angle above the horizon, the plane would need to have been moving at least 50 miles per hour on the ground to produce this frequency shift—implausibly high eleven minutes prior to takeoff, when flight transcripts show the plane had just pushed back from the gate and not yet begun to taxi.

On the other side of the frequency graph, the plane’s last ping, at 00:11 UTC, shows a measured frequency shift of about -252 Hz, working out to a plane-to-satellite speed of just 103 miles per hour. But the sample southbound paths published by Inmarsat show the plane receding from the satellite at about 272 miles per hour at this time.

In other words, the frequency shifts are much higher than they should be at the beginning of the graph, and much lower than they should be at the end. Looking at the graph, it’s almost as if there’s something contributing to these frequency shift values other than just the motion between the satellite and the plane.

Cracking the 'Doppler Code'

Exner, an engineer who’s developed satellite and meteorology technologies since the early 1970s, noted that the measured frequency shifts might come not just from each ping’s transmission from plane to satellite, but also from the ping’s subsequent transmission from the satellite to a ground station that connects the satellites into the Inmarsat network. In other words, Exner may have found the hidden source that seems to be throwing off the frequency graph.

Inmarsat’s analysis is highly ambiguous about whether the satellite-to-ground transmission contributed to the measured frequency shift. But if it did, a ground station located significantly south of the satellite would have resulted in frequency shifts that could account for the measured shifts being too large at the beginning of the graph and too small at the end. And sure enough, Inmarsat’s analysis states that the ground station receiving the transmission was located in Australia.

It’s possible to check the theory more precisely. Public records of Inmarsat ground stations show just one in Australia: in Perth. Using STK, you can precisely chart the satellite’s speed relative to this station, and, using the satellite-to-ground signal frequency (about 3.6 GHz), you can then factor the satellite-to-ground shifts out of the frequency graph. Finally, you can at last calculate the true satellite-to-plane speed values.

The results seem to be nearly perfect. For the first ping, you wind up with a satellite-to-plane speed of about 1 mile per hour—just what you’d expect for a plane stationary or slowly taxiing eleven minutes before takeoff. This finding seems to provide a basic sanity check for interpreting the graph, and led Exner to declare on Twitter, “Doppler code cracked.” He produced a new graph of the frequency shifts, shown below. The gently sloping blue line shows the shifts between the satellite and the ground station in Perth, while the dotted red line shows the newly calculated satellite-to-plane shifts:

to understand the Inmarsat analysis. But that just means that Inmarsat’s analysis, as it has been presented, remains deeply confusing, or perhaps deeply confused. And there are other reasons to believe that Inmarsat’s analysis is not just unclear but mistaken. (Inmarsat stands by its analysis. More on that in a minute.)

Recall that the Marco-Polo math alone doesn’t allow you to tell which direction pings are coming from. So how could Inmarsat claim to distinguish between a northern and southern path at all? The reason is that the satellite itself wasn’t stationary. Because the satellite was moving north-south, it would have been moving faster toward one path than another—specifically, faster toward a southbound track than a northbound one over the last several hours of the flight. This means that the frequency shifts would also differ between a northbound and southbound path, as the graph shows with its two predicted paths.

But this is actually where the graph makes the least sense. The graph only shows different predicted values for the north and south tracks beginning at 19:40 UTC (presumably Inmarsat’s model used actual radar before this). By this time, the satellite was traveling south, and its southward speed would increase for the rest of the flight. The frequency shift plots for northern and southern paths, then, should get steadily further apart for the rest of the flight. Instead, the graph shows them growing closer. Eventually, they even pass each other: by the end of the flight, the graph shows the satellite traveling faster toward a northbound flight path than a southbound one, even though the satellite itself was flying south.

One ping alone is damning. At 19:40 UTC, the satellite was almost motionless, having just reached its northernmost point. The graph shows a difference of about 80 Hz between predicted northbound and southbound paths at this time, which would require the satellite to be moving 33 miles per hour faster toward the southbound path than the northbound one. But the satellite’s overall speed was just 0.07 miles per hour at that time.

Inmarsat claims that it found a difference between a southbound and northbound path based on the satellite’s motion. But a graph of the frequency shifts along those paths should look very different from the one Inmarsat has produced.

Either Inmarsat's analysis doesn't totally make sense, or it's flat-out wrong. [...]

For the last two months, I’ve been trying to get authorities to answer these questions. Malaysia Airlines has not returned multiple requests for comment, nor have officials at the Malaysian Ministry of Transportation. Australia’s Joint Agency Coordination Centre and the UK’s Air Accidents Investigation Branch, which have been heavily involved in the investigation, both declined to comment.

An Inmarsat official told me that to “a high degree of certainty, the proponents of other paths are wrong. The model has been carefully mapped out using all the available data.”

The official cited Inmarsat’s participation in the investigation as preventing it from giving further detail, and did not reply to requests for comments on even basic technical questions about the analysis. Inmarsat has repeatedly claimed that it checked its model against other aircrafts that were flying at the time, and peer-reviewed the model with other industry experts. But Inmarsat won’t say who reviewed it, how closely, or what level of detail they were given.

Until officials provide more information, the claim that Flight 370 went south rests not on the weight of mathematics but on faith in authority. Inmarsat officials and search authorities seem to want it both ways: They release charts, graphics, and statements that give the appearance of being backed by math and science, while refusing to fully explain their methodologies. And over the course of this investigation, those authorities have repeatedly issued confident pronouncements that they’ve later quietly walked back.

The biggest risk to the investigation now is that authorities continue to assume they’ve finally found the area where the plane went down, while failing to explore other possibilities simply because they don’t fit with a mathematical analysis that may not even hold up.

After all, searchers have yet to find any hard evidence—not so much as a shred of debris—to confirm that they’re looking in the right ocean.


GEOPHYSICS Report of wreckage in Bay of Bengal Dismissed without Investigation

(33) Debunked: Exploration company "Georesonance" believes it may have found MH370

{It's very unusual for a "debunker" to take on a scientific opponent - viz a Geophysics company - Peter M.}

https://www.metabunk.org/threads/debunked-exploration-company-georeson ance-believes-it-may-have-found-mh370.3558/

Debunked: Exploration company "Georesonance" believes it may have found MH370

Discussion in 'Flight MH370' started by derwoodii, Apr 28, 2014.
Page 1 of 15

1.
derwoodii

The claims of Australian company Georesonance do not hold up because:

* They make nonsensical claims such as detecting copper by "electromagnetic fields" from aerial images. However the copper would be behind the skin of the plane, and under 680m of seawater. Hence impossible to detect. https://www.metabunk.org/threads/du...ves-it-may-have-found-mh370.3558  /#post-103545
* The company itself was created in 2013 and has almost no history or internet presence before this story
* They claim to have located a ship, which is still missing - https://www.metabunk.org/threads/du...ves-it-may-have-found-mh370.3558  /#post-103382
* Their "technology" resembles pseudoscience like dowsing. https://www.metabunk.org/threads/du...ves-it-may-have-found-mh370.3558  /#post-103675
* Experts at NASA concur this is nonsense, and likely a publicity stunt. https://www.metabunk.org/threads/du...-may-have-found-mh370.3558/page- 2#post-103689
[other updated points from thread]

Expert Opinion from NASA:
http://edition.cnn.com/2014/04/30/world/asia/malaysia-airlines-plane/i ndex.html?hpt=hpt1?hpt=hpt1
Content from external source

CNN aviation expert Miles O'Brien said GeoResonance's claims are not supported by experts. "My blood is boiling," he told CNN's "New Day." "I've talked to the leading experts in satellite imaging capability at NASA, and they know of no technology that is capable of doing this. I am just horrified that a company would use this event to gain attention like this."

He called on company officials to offer "a full explanation" for their assertion, which he said appeared to be based on "magic box" technology.

(34) Claim of MH370 wreckage in Bay of Bengal obligates search; Bangladesh sends frigates

http://edition.cnn.com/2014/04/30/world/asia/malaysia-airlines-plane/i ndex.html

Claim of possible Flight 370 wreckage obligates searchers to look, experts say

By Tom Watkins and Holly Yan, CNN

April 30, 2014 -- Updated 1842 GMT (0242 HKT)

* Bangladesh sends two frigates into the Bay of Bengal to investigate
* "The investigators are going to be hard-pressed to blow this off," says aviation analyst
* More than 600 military members from around the world end their air search
* Crews will now search a larger area of the ocean floor

(CNN) -- Even as they were rejecting as far-fetched an Australian company's assertion that it may have identified the resting place of Malaysia Airlines Flight 370 -- thousands of miles from where investigators have been searching -- experts acknowledged Wednesday that they have little choice but to check it out.

"The investigators are going to be hard-pressed to blow this off," said Mary Schiavo, a former inspector general for the Department of Transportation. "I think, at this point, because of the lack of results where they've been searching for six weeks, they're almost stuck. They have to go look."

The Adelaide-based firm GeoResonance has said that electromagnetic fields captured by airborne multispectral images some 118 miles (190 kilometers) off the coast of Bangladesh in the Bay of Bengal showed evidence of aluminum, titanium, copper and other elements that could have been part of the Boeing 777-200ER, which disappeared from radar on March 8 while en route from Kuala Lumpur, Malaysia, to Beijing.

"The company is not declaring this is MH370, however it should be investigated," GeoResonance said Tuesday in a news release.

GeoResonance Managing Director Pavel Kursa, citing intellectual property concerns, would not explain how the imaging works.

Nevertheless, the company got its wish on Wednesday, when Bangladesh sent two navy frigates into the Bay of Bengal to the location cited by GeoResonance. "As soon as they get there, they will search and verify the information," Commodore Rashed Ali, director of Bangladesh navy intelligence, told CNN in Dhaka.

The chief coordinator of the Joint Agency Coordination Centre, retired Chief Air Marshal Angus Houston, held out little optimism that any such search would prove fruitful. He told Sky News International that the search area in the Indian Ocean had been set based on pings believed to have emanated from one or both of the plane's voice and data recorders. "The advice from the experts is that's probably where the aircraft lost power and, somewhere close to that, it probably entered the water."

CNN aviation expert Miles O'Brien said GeoResonance's claims are not supported by experts. "My blood is boiling," he told CNN's "New Day." "I've talked to the leading experts in satellite imaging capability at NASA, and they know of no technology that is capable of doing this. I am just horrified that a company would use this event to gain attention like this."

He called on company officials to offer "a full explanation" for their assertion, which he said appeared to be based on "magic box" technology.

Sending investigators to the Bay of Bengal would draw away from the limited resources that are focused in the southern Indian Ocean, O'Brien said.

But that won't stop them from going, he predicted. "I think they have to," he said. "It's a public relations thing now."

David Gallo, director of special projects at the Woods Hole Oceanographic Institution, also expressed skepticism. "It's so revolutionary, and I don't know anyone that knows of this kind of technology," he told CNN. "And I know most of the people in this business."

'We were being ignored'

The company's director, David Pope, said he had not wanted to go public, but did so only after his information was disregarded.

"We're a large group of scientists, and we were being ignored, and we thought we had a moral obligation to get our findings to the authorities," he told CNN's "New Day" on Tuesday.

GeoResonance's technology was created to search for nuclear, biological and chemical weaponry under the ocean's surface or beneath the earth in bunkers, Pope said.

And the company's news release said its search technology was reliable. "In the past, it had been successfully applied to locate submersed structures, ships, munitions and aircraft," it said. "In some instances objects that were buried under layers of silt could not be identified by other means."

The company began its search four days after the plane went missing and sent officials initial findings on March 31, Pope said. It followed up with a full report on April 15, which it would not make public.

"We only send our report to Government authorities as it contains the exact coordinates of what we believe to be the wreckage of an aircraft," Pope said Wednesday in an e-mail.

By going public with their conclusion, if not their data, the company says it hopes it will spur officials to take its claim seriously.

Malaysian authorities contacted GeoResonance on Tuesday and were "very interested, very excited" about the findings, Pope said.

Inmarsat, the company whose satellite had the last known contact with MH370, remains "very confident" in its analysis that the plane ended up in the southern Indian Ocean, a source close to the MH370 investigation told CNN.

The Inmarsat analysis is "based on testable physics and mathematics," the source said, and has been reviewed by U.S., British and Malaysian authorities as well as an independent satellite company.

(35) GeoResonance slams Australian authorities for not investigating aircraft wreckage in Bay of Bengal

http://www.ibtimes.co.uk/missing-malaysia-airlines-flight-mh370-why-is nt-bay-bengal-wreckage-being-explored-1455087

Missing Malaysia Airlines Flight MH370: Why isn't Bay of Bengal Wreckage Being Explored?

By Samantha Payne
July 2, 2014 17:45 BST

A geophysical survey company has slammed the Australian authorities for failing to investigate aircraft wreckage in the Bay of Bengal while the search for missing Malaysia Airlines flight MH370 continues.

Australian firm GeoResonance has called the Australian Transport and Safety Bureau (ATSB), "ignorant" and "slanderous" for not exploring an aircraft wreck it identified via its satellites, 190km south of the Bangladesh coastline.

While GeoResonance has never claimed the discovery is missing MH370, it argues the wreck is a lead that still "must be thoroughly followed through".

GeoResonance says on its website that it offers a unique and proven method of geophysical survey that detects electromagnetic fields from various chemical elements.

In a statement this week, the firm said: "The main reason for ignoring the location is the Australian Transport and Safety Bureau [ATSB] Chairman Martin Dolan making a statement that GeoResonance methodology cannot do what we claim.

“The families and friends of those on board MH370 are dismayed that Inmarsat admitted the raw data released was only enough to prove their original model”

"This is without ever having anyone contacting GeoResonance for a technical presentation. This slanderous and ignorant statement by a senior public servant is unfathomable when GeoResonance regularly produces accurate results for commercial clients around the globe."

The firm also criticised British satellite company Inmarsat, for releasing only the data that confirmed its 'seventh arc' theory instead of publishing all of the raw data to explore alternative locations.

"The families and friends of those on board MH370 are dismayed that Inmarsat admitted the raw data released was only enough to prove their original model", the GeoResonance statement said.

_________________
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(34) Claim of MH370 wreckage in Bay of Bengal obligates search; Bangladesh sends frigates

http://edition.cnn.com/2014/04/30/world/asia/malaysia-airlines-plane/i ndex.html

Claim of possible Flight 370 wreckage obligates searchers to look, experts say

By Tom Watkins and Holly Yan, CNN

April 30, 2014 -- Updated 1842 GMT (0242 HKT)

* Bangladesh sends two frigates into the Bay of Bengal to investigate
* "The investigators are going to be hard-pressed to blow this off," says aviation analyst
* More than 600 military members from around the world end their air search
* Crews will now search a larger area of the ocean floor

(CNN) -- Even as they were rejecting as far-fetched an Australian company's assertion that it may have identified the resting place of Malaysia Airlines Flight 370 -- thousands of miles from where investigators have been searching -- experts acknowledged Wednesday that they have little choice but to check it out.

"The investigators are going to be hard-pressed to blow this off," said Mary Schiavo, a former inspector general for the Department of Transportation. "I think, at this point, because of the lack of results where they've been searching for six weeks, they're almost stuck. They have to go look."

The Adelaide-based firm GeoResonance has said that electromagnetic fields captured by airborne multispectral images some 118 miles (190 kilometers) off the coast of Bangladesh in the Bay of Bengal showed evidence of aluminum, titanium, copper and other elements that could have been part of the Boeing 777-200ER, which disappeared from radar on March 8 while en route from Kuala Lumpur, Malaysia, to Beijing.

"The company is not declaring this is MH370, however it should be investigated," GeoResonance said Tuesday in a news release.

GeoResonance Managing Director Pavel Kursa, citing intellectual property concerns, would not explain how the imaging works.

Nevertheless, the company got its wish on Wednesday, when Bangladesh sent two navy frigates into the Bay of Bengal to the location cited by GeoResonance. "As soon as they get there, they will search and verify the information," Commodore Rashed Ali, director of Bangladesh navy intelligence, told CNN in Dhaka.

The chief coordinator of the Joint Agency Coordination Centre, retired Chief Air Marshal Angus Houston, held out little optimism that any such search would prove fruitful. He told Sky News International that the search area in the Indian Ocean had been set based on pings believed to have emanated from one or both of the plane's voice and data recorders. "The advice from the experts is that's probably where the aircraft lost power and, somewhere close to that, it probably entered the water."

CNN aviation expert Miles O'Brien said GeoResonance's claims are not supported by experts. "My blood is boiling," he told CNN's "New Day." "I've talked to the leading experts in satellite imaging capability at NASA, and they know of no technology that is capable of doing this. I am just horrified that a company would use this event to gain attention like this."

He called on company officials to offer "a full explanation" for their assertion, which he said appeared to be based on "magic box" technology.

Sending investigators to the Bay of Bengal would draw away from the limited resources that are focused in the southern Indian Ocean, O'Brien said.

But that won't stop them from going, he predicted. "I think they have to," he said. "It's a public relations thing now."

David Gallo, director of special projects at the Woods Hole Oceanographic Institution, also expressed skepticism. "It's so revolutionary, and I don't know anyone that knows of this kind of technology," he told CNN. "And I know most of the people in this business."

'We were being ignored'

The company's director, David Pope, said he had not wanted to go public, but did so only after his information was disregarded.

"We're a large group of scientists, and we were being ignored, and we thought we had a moral obligation to get our findings to the authorities," he told CNN's "New Day" on Tuesday.

GeoResonance's technology was created to search for nuclear, biological and chemical weaponry under the ocean's surface or beneath the earth in bunkers, Pope said.

And the company's news release said its search technology was reliable. "In the past, it had been successfully applied to locate submersed structures, ships, munitions and aircraft," it said. "In some instances objects that were buried under layers of silt could not be identified by other means."

The company began its search four days after the plane went missing and sent officials initial findings on March 31, Pope said. It followed up with a full report on April 15, which it would not make public.

"We only send our report to Government authorities as it contains the exact coordinates of what we believe to be the wreckage of an aircraft," Pope said Wednesday in an e-mail.

By going public with their conclusion, if not their data, the company says it hopes it will spur officials to take its claim seriously.

Malaysian authorities contacted GeoResonance on Tuesday and were "very interested, very excited" about the findings, Pope said.

Inmarsat, the company whose satellite had the last known contact with MH370, remains "very confident" in its analysis that the plane ended up in the southern Indian Ocean, a source close to the MH370 investigation told CNN.

The Inmarsat analysis is "based on testable physics and mathematics," the source said, and has been reviewed by U.S., British and Malaysian authorities as well as an independent satellite company.

(35) GeoResonance slams Australian authorities for not investigating aircraft wreckage in Bay of Bengal

http://www.ibtimes.co.uk/missing-malaysia-airlines-flight-mh370-why-is nt-bay-bengal-wreckage-being-explored-1455087

Missing Malaysia Airlines Flight MH370: Why isn't Bay of Bengal Wreckage Being Explored?

By Samantha Payne
July 2, 2014 17:45 BST

A geophysical survey company has slammed the Australian authorities for failing to investigate aircraft wreckage in the Bay of Bengal while the search for missing Malaysia Airlines flight MH370 continues.

Australian firm GeoResonance has called the Australian Transport and Safety Bureau (ATSB), "ignorant" and "slanderous" for not exploring an aircraft wreck it identified via its satellites, 190km south of the Bangladesh coastline.

While GeoResonance has never claimed the discovery is missing MH370, it argues the wreck is a lead that still "must be thoroughly followed through".

GeoResonance says on its website that it offers a unique and proven method of geophysical survey that detects electromagnetic fields from various chemical elements.

In a statement this week, the firm said: "The main reason for ignoring the location is the Australian Transport and Safety Bureau [ATSB] Chairman Martin Dolan making a statement that GeoResonance methodology cannot do what we claim.

“The families and friends of those on board MH370 are dismayed that Inmarsat admitted the raw data released was only enough to prove their original model”

"This is without ever having anyone contacting GeoResonance for a technical presentation. This slanderous and ignorant statement by a senior public servant is unfathomable when GeoResonance regularly produces accurate results for commercial clients around the globe."

The firm also criticised British satellite company Inmarsat, for releasing only the data that confirmed its 'seventh arc' theory instead of publishing all of the raw data to explore alternative locations.

"The families and friends of those on board MH370 are dismayed that Inmarsat admitted the raw data released was only enough to prove their original model", the GeoResonance statement said.

"Everyone was expecting all of the raw data to be released which would have allowed alternative models to be created. This could have shown up any errors that may exist in the original model which "assumes" MH370 ended up in the Southern Indian Ocean."

GeoResonance questions why Australian radar – the Jindalee Operational Radar Network (JORN) - did not detect the Boeing 777, given the theory that it crashed into the Southern Indian Ocean.

(36) GeoResonance Press Release of June 30, 2014

http://georesonance.com/20140630 Press Release.pdf

GeoResonance Press Release

June 30, 2014

The staff at GeoResonance are not prone to conspiracy theories, we all deal with facts and science. It appears some of the authorities involved in the search have not been completely transparent with all of the facts. The MH370 tragedy has created more world interest than any event since 9/11, under those circumstances 100% transparency is a must. There are many unanswered questions.

The families and friends of those on board MH370 are dismayed that Inmarsat admitted the raw data released was only enough to prove their original model. Everyone was expecting all of the raw data to be released which would have allowed alternative models to be created. This could have shown up any errors that may exist in the original model which "assumes" MH370 ended up in the Southern Indian Ocean.

Many people are asking why the Australian over the horizon radar Jindalee Operational Radar Network (JORN) did not see MH370. The map below showing the JORN range is taken from an Australian Air Force fact sheet on JORN

(https://www.airforce.gov.au/docs/JORN_Fact_Sheet.pdf): Figure 1. JORN radar locations and coverage

On 26th of June 2014, the Deputy Prime Minister Warren Truss presented the latest search area in the Southern Indian Ocean: Figure 2. New MH370 search zone {http://www.jacc.gov.au/media/releases/2014/june/mr052.aspx}

It is clear if MH370 did fly along or land on the assumed Inmarsat Southern arc flight path, then JORN would have seen it to the North/West and West of Australia. One report suggests the Laverton based radar may have been looking North for Asylum seekers arriving by boat. If this is reality it would have been looking to the North and West of Christmas Island as that is where nearly all boats head to or past when making for Australia from Indonesia. No matter which direction the Laverton radar was looking whether North or West, it should have seen a large commercial aircraft on the assumed Southern arc. Angus Houston representing JACC and Martin Dolan Chairman of ATSB have stated numerous times the Inmarsat model of a Southern arc is a fact. Family members and experts are asking the Australian authorities why JORN did not see MH370 if the Southern arc is indeed a fact. They have been given flawed logic on radar direction, but mainly silence. Independent investigators will be asking the Australian Government many questions on this topic.

The families are asking why some commercial cargo remains unidentified. Considering the scale of this tragedy all details must be released. The families want to know why the Malaysian Government would withhold such crucial information.

The families also would like to know why Rolls Royce will not release the data on pings sent from MH370 at: 2:25am, 2:27am and 8:19am. The pings at 2:25am and 2:27am are out of the ordinary, as pings should normally be sent every hour only unless there is a problem with an engine. The data would normally include engine performance details as well as other aircraft data.

GeoResonance stands by its claim that we have located what appears to be the wreck of an aircraft 190km South of the Bangladesh coastline in 1,000 to 1,100 metres of water. We have never claimed this to be MH370, however it is a lead that must be thoroughly followed through. It has been confirmed that the precise location supplied by GeoResonance to all authorities involved in the search for MH370 has not been searched. The main reason for ignoring the location is the Australian Transport and Safety Bureau (ATSB) Chairman Martin Dolan making a statement that GeoResonance methodology cannot do what we claim. This is without ever having anyone contacting GeoResonance for a technical presentation. This slanderous and ignorant statement by a senior public servant is unfathomable when GeoResonance regularly produces accurate results for commercial clients around the globe.

GeoResonance staff wish all of the families and friends of those on board MH370 all the best in the continued search for their loved ones.

(37) GeoResonance uses Nuclear Magnetic Resonance technology from the Soviet Union

http://www.adelaidenow.com.au/business/sa-business-journal/adelaide-co mpany-georesonance-to-use-former-soviet-union-weapons-technology-to-se arch-for-for-oil-and-gas-in-sa-qld/story-e6fredel-1226631746538?nk=ee0 0e3a4e25996467c6c6bc0f3291bbf

Adelaide company GeoResonance to use former Soviet Union weapons technology to search for for oil and gas in SA, Qld

* by: Valerina Changarathil
* The Advertiser, Adelaide, April 29, 2013 11:30PM

NUCLEAR magnetic resonance technology used by the former Soviet Union defence forces to detect biological and chemical weapons will be a key tool in the latest oil and gas efforts of Adelaide mining identity Carl Dorsch.

Mr Dorsch has bought two tenements totalling 1200sq km to explore for oil and conventional and unconventional gas.

He was formerly the managing director of Adelaide Energy, which was taken over by Beach Energy in 2011.

One tenement is in the Cooper Basin in South Australia and the other bigger one is in the Surat Basin in Queensland and will be assets in a new entity owned by Mr Dorsch once the transaction formalities have been completed.

A chance meeting with Adelaide exploration technology company GeoResonance managing director Pavel Kursa led to a formal partnership, which will see GeoResonance put its technology to the test in Australia for the first time.

GeoResonance has exclusive access to demilitarised technology now owned by the Sevastopol National University of Nuclear Energy and Industry in Ukraine, Mr Kursa said.

Under the agreement, GeoResonance will first process satellite imagery of the area to identify the presence of hydrocarbons - the components found in oil and gas - and follow it up with an on-site survey.

"Our remote sensing proprietory technology will help us process existing multispectral images and identify these deposits if they exist," Mr Kursa said. [...]

Mr Kursa said the technology had been used in Indonesia, UAE, Iran and Congo to find other resources.

Adelaide-based David Pope and Perth-based Peter Fox are joint partners in GeoResonance, which is also supported by SA finance specialist Max Harris.

(3Cool Oil rig worker loses job after MH370 'fire in the sky' report

http://www.theage.com.au/world/missing-malaysia-airlines-flight-oil-ri g-worker-mike-mckay-loses-job-after-mh370-fire-in-the-sky-report-20140 609-zs1br.html

Missing Malaysia Airlines flight: Oil rig worker Mike McKay loses job after MH370 'fire in the sky' report

June 9, 2014

Reports from an oil rig worker who saw a fire in the sky on the night Malaysia Airlines flight 370 disappeared are being taken seriously, police sources have confirmed.

But New Zealander Mike McKay, 55, has lost his job in the ''circus'' that developed after his report to authorities was leaked.

Mr McKay had been working on the Songa Mercur oil rig in the South China Sea when he saw an ''orange light'' on an especially clear night.

The object was still in one piece and close to where MH370 first dropped off radar between Malaysia and Vietnam on March 8 with 239 Advertisement

He emailed his employer and Vietnamese authorities about his sighting, but his statement was leaked, which included his full name, email, passport number, and full details of the company operating the rig.

In the ensuing media storm, Mr McKay said the Japanese-based petroleum company, Idemitsu, was flooded with emails and he was taken off the rig.

He is now unemployed and disappointed his efforts at reporting potentially vital information turned into such a circus.

''I was only trying to privately help,'' he told Fairfax Media during a series of interviews.

''If it was the aeroplane I saw, then it must have been an external fire. How far would an aeroplane stay in the air after such a fire?''

Mr McKay has worked in oil and gas exploration for more than 30 years, mostly in Southeast Asia, but returned to his native New Zealand while waiting for more work.

His initial statement described what he believed to be an aircraft on fire at a high altitude. The fire burned itself out in about 10 to 15 seconds and he gave an exact location based on his position on the oil rig platform.

''There was no lateral movement, so it was either coming toward our location, stationary (falling) or going away from our location,'' he wrote.

His sighting, however, appeared to be quickly discounted as one of the many hoaxes and false leads which have hampered the three-month international search effort.

Mr McKay's reluctance to go public, and his complete lack of an internet presence, also raised doubts about the credibility of the report, which began on social media and gained traction largely through MH370 conspiracy theory websites.

But Fairfax Media tracked down the oil industry worker and confirmed with two police sources that he is being treated as a truthful and credible witness.

He was interviewed at length about his sighting at a police station near Auckland and his statement has since been forwarded to Malaysian authorities. [...]

steve.lillebuen@fairfaxmedia.com.au


BEST SUMMARIES
(39) Disappearance orchestrated by Military Industrial Complex - Tony Gosling

http://rt.com/op-edge/lost-airliner-malaysia-nato-china-365/

Malaysia MH370: Who has means & motive to take a plane full of people?

Beginning his working life in the aviation industry and trained by the BBC, Tony Gosling is a British land rights activist, historian & investigative radio journalist.

Published time: April 04, 2014 11:18

Enough in the way of misstatements, contradictions and other evidence has emerged from the developing story of 'lost' Malaysian Airlines flight 370 to form a case for its disappearance being orchestrated by the West's Military Industrial Complex. [...]

First on Thursday, March 13, came Rolls Royce's surprise announcement that the Boeing 777's two Trent engines had been running for five or so hours after the plane was 'lost'. Then on Tuesday, March 18, came reports from a small Maldives newspaper 'Haveeru' that half a dozen islanders had first heard and then seen a 'jumbo jet' flying very low. To quote the paper: "They said that it was a white aircraft, with red stripes across it - which is what the Malaysia Airlines flights typically look like, and it was heading in a southerly direction."

Both these stories were greeted in the international press by an avalanche of denials from government, military and other 'expert' sources, none of whom could possibly have known whether or not the Rolls Royce or the Maldives Islanders were correct or not. This massive and instantaneous reaction is the clear signature of an Information Operations campaign to stop publication and broadcasting of those stories to the world's public and it largely worked.

In the case of Rolls Royce, a retraction was even extracted from the engine manufacturers which the next day was forgotten, because the evidence Rolls Royce had was so robust and watertight. Far fewer individuals are killed, so the military argue, by the use of lies to win over a population than with guns, bombs and tanks. Quite right they are too.

But what happens when journalists who are better at telling the truth than they are at lying are surreptitiously assassinated, as is widely believed to be the case with Rolling Stone journalist Michael Hastings? He had told the truth about US Afghan General Stanley McChrystal and got him sacked from the top post.

Hastings was about to expose the new head of the CIA director John Brennan who is an advocate for using US Army Information Operations (I-Ops) Psychological Warfare cells against domestic US journalists and politicians. It's widely believed, including by former White House cyber-security adviser Richard Clarke said that Michael's Mercedes was 'consistent with a car cyber attack', or hacked. Accelerated to breakneck speed then steered into a tree where it exploded and he died.

With MH370 we have two clear examples of hard evidence where military style 'news management' or information warfare' appears to be the only explanation for cascades of malicious news stories spreading at the speed of light around the worlds news-wires designed to kill what may well be the truth stone dead.

Similarities to the 9/11 attacks and Britain's role

The bizarre zigzag routes followed by MH370 are exactly the sort of flight path demonstrated during the September 11 attacks. On 9/11 we saw the same mysterious switching off, whether remotely or by the pilots, of transponders which should have been reporting the planes' speed, altitude and position to air traffic control. If anything, the 777 is even more liable to cyber hijacking than the 767s involved in the 9/11 attacks. It was the first production aircraft to have no controls by which the pilot has direct influence over any part of the aircraft. It's all via the flight management system.

Britain's role too has not been entirely as an honest broker. Private military connected firm Inmarsat have given impressive looking maps instructing rescuers where to search, but consistently failed to reveal the raw data which, they say, led to those conclusions. The UK Air Accident Investigation Branch too has given expert advice without fleshing out the full reasons for its conclusions.

On the other hand, Rolls Royce is the star of the piece, exposing an enormous flaw in the initial 'lost plane' theory: that MH370 flew on for over five hours. Airliners in trouble simply do not fly on for five hours and then plunge into the sea.

In the land where, as of last week, friends and family are prohibited from sending Bibles to their loved ones in prison, nothing in the way of barbarism from our real leaders across the Atlantic, now entirely contemptuous of the world and citizenry they are supposed to serve, would surprise me.

The statements, views and opinions expressed in this column are solely those of the author and do not necessarily represent those of RT.

(40) Aviator gives the best overall analysis

http://www.stormfront.org/forum/t1044524/

05-31-2014, 11:50 PM

Malaysian Airlines Boeing 777-200ER Flight MH370

Let us consider firstly the Aircraft and the installed systems.

1) Engines Rolls Royce Trent 895 the 94,300 lbs. thrust engines fitted to this model.

2) Maximum range 7,725 miles

3) Radio/Radar/ communications devices. VHF and UHF radios/ Satellite repeaters/ 4 Search and rescue beacon transmitters placed in the aircraft extremities/ Flight Data recorder with search beacon transmitter / cockpit voice recorder with search beacon transmitter/Passive radar transponder transmitter/ Active radar detectable from the ground Doppler weather and anti-collision radars/Satellite transmitters for 2 ACAS systems for Boeing and Rolls Royce/Satellite repeater radio for onboard mobile phones passenger seat phones

4) 440 life jacket beacons activated by sea water./440 floatation devices seat cushions/ Life rafts capable of carrying ALL the passengers and crew, this aircraft was cleared for extended flight over water and as such, rafts are an FAA requirement for certification!

Let me first dispense with all the outlandish theories put forward.

a) Alien abduction promoted by the media to muddy the waters, with nonsense!

b) Shot down by the US navy exercise with Thailand in the South china /Gulf of Thailand, the book with this explanation should be placed in the fiction section of the Library. This does not explain how it took 15 mins. to lose all communications or why the ACAS system continued to function for a further five hours after communications and transponder signal loss, or why systems were deliberately disabled, it does not explain how Penang Radar tracked this aero plane out at least 40 miles on a westward heading into the Eastern Indian Ocean, or why the SARS beacons on the extremities such as the very top of the vertical stabilizer or the opposite wing tip away from the missile hit, did not activate! I think we can dispense with this load of old cobblers! Missiles carry approx. 9 lbs. of explosives, incapable of completely destroying an aircraft of this size in flight.. And finally none of the floatation devices or Life rafts were seen in this area. By the way the life rafts automatically deploy nd inflate on deployment on ditching in water!.

c) MH370 Landed in Australia /Pakistan/Iran and other ridiculous scenarios, this Machine would have to have been super stealth to have accomplished this feat avoiding all the various military Radars. From Australia, India, Diego Garcia, The US and Royal Navy boats over the horizon radars etc. etc.

Let me now turn to the published media cover up, real evidence what we have been told officially

1) The Active communications systems were turned off over a period of at least 15 minutes! Only someone with a clear knowledge of the aircraft systems and the location of the equipment/switch gear would know how to achieve this aim including the pilots. If the pilots were responsible for this gradual disablement of the systems why did it take 15 minutes?

2) The Aircraft did not reverse course it flew directly westwards and rapidly descended how come none of the passengers used the onboard mobile phone system to contact anyone? Why would the Co-pilot connect only briefly with the Penang mobile system towers when there is a satellite repeater on board; that boosts mobile phone signals and relays them through a Satellites link it does not require ground based towers!

3) Rolls Royce made the initial announcement that the engines were communicating via ACAS satellites systems for 5 + hours after the initial disappearance what caused Rolls Royce to clam up about what they knew? US threats? No more engine sales into the US market maybe?

From my perspective as an aviator Rolls Royce knows exactly where this Flight landed but are saying nothing!

4) The Pilot practiced landing at a military airfield Diego Garcia using his private simulator we are told seven times but hey who knows how many practice landings he accomplished. Bearing in mind his marital problems I wonder how many US dollars it would take to get him to acquiesce in the US navy hijacking via the global hawk system and the NSA back doors in the fly by wire computers? There is now a scheme to take over an aircraft to prevent genuine hijackers successfully completing their mission by taking remote control in this very fashion!

5) Why would the Aircraft be hijacked and flown to a secret safe landing? Let me see what we know there were 21+ free-scale employees on board working for the Chinese branch of this cyberspace/cyber warfare company designing and developing computer hardware we also know there was an IBM exec on board. Along with a considerable amount of cargo which was destined for Beijing ,it is reported there was a newly developed chip amongst the cargo apparently this chip was designed and programmed to take control of any computer system in which it was inserted or had communications with a massive military prize for China. And definitely not what the Pentagon would approve of!

6) With this Aircraft and these engines to ditch in the sea would be very hazardous, when coming into land on the surface then engines being lower than the fuselage would make contact with the water first the addition drag from the sea water would cause a rapid nose down attitude the nose would dig in and the aircraft cartwheel until it broke into a million pieces. Wreckage beacon clearly visible and heard. With there being so many items on board that float and transmit in such a scenario.

7) Taking the Radar tracking at Penang the heading the timing of the engine runs the fuel load the height variations distances from disappearance to Beijing or to Diego Garcia that being 3,700 kilometers and 3,100 kilometers respectively this cushion of around 500 to 600 or so kilometers would allow the plane to fly low for the journey past most radar consuming more fuel before climbing to altitude to create fuel efficiency once again for their flight to Diego Garcia..

Cool Climbing to 44,000 feet it was claimed was to suffocate the passengers a completely unnecessary maneuver, depressurizing at its cruising altitude of 35,000 would have done the job. However when depressurized all the cabin oxygen masks would have dropped giving the passengers 15 to 20 minutes to take some action. No!! The real reason for the climb was to be above the air lanes! without their Doppler/anti-collision radar active they would be in danger but at 44,000 feet they have a minimum height separation of 3,000 feet and avoid any chance of midair collision.

This newsletter is at http://mailstar.net/bulletins/140727-b2420-MH370.rtf

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TonyGosling
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PostPosted: Wed Jan 20, 2016 1:13 pm    Post subject: Reply with quote

Having read through this massive document - thanks! - this seems the most interesting new-contribution
Pretty full summary of where we were at


667 MH370: Internet contributors assemble evidence of Hijacking to Diego Garcia, despite official obfuscation
MH370: Internet contributors assemble evidence of Hijacking to Diego
Garcia, despite official obfuscation
http://petermyersnewsletters.blogspot.co.uk/2013/11/667.html

05-31-2014, 11:50 PM

Malaysian Airlines Boeing 777-200ER Flight MH370

Let us consider firstly the Aircraft and the installed systems.


1) Engines Rolls Royce Trent 895 the 94,300 lbs. thrust engines fitted to this model.

2) Maximum range 7,725 miles

3) Radio/Radar/ communications devices. VHF and UHF radios/ Satellite repeaters/ 4 Search and rescue beacon transmitters placed in the aircraft extremities/ Flight Data recorder with search beacon transmitter / cockpit voice recorder with search beacon transmitter/Passive radar transponder transmitter/ Active radar detectable from the ground Doppler weather and anti-collision radars/Satellite transmitters for 2 ACAS systems for Boeing and Rolls Royce/Satellite repeater radio for onboard mobile phones passenger seat phones

4) 440 life jacket beacons activated by sea water./440 floatation devices seat cushions/ Life rafts capable of carrying ALL the passengers and crew, this aircraft was cleared for extended flight over water and as such, rafts are an FAA requirement for certification!

Let me first dispense with all the outlandish theories put forward.

a) Alien abduction promoted by the media to muddy the waters, with nonsense!

b) Shot down by the US navy exercise with Thailand in the South china /Gulf of Thailand, the book with this explanation should be placed in the fiction section of the Library. This does not explain how it took 15 mins. to lose all communications or why the ACAS system continued to function for a further five hours after communications and transponder signal loss, or why systems were deliberately disabled, it does not explain how Penang Radar tracked this aero plane out at least 40 miles on a westward heading into the Eastern Indian Ocean, or why the SARS beacons on the extremities such as the very top of the vertical stabilizer or the opposite wing tip away from the missile hit, did not activate! I think we can dispense with this load of old cobblers! Missiles carry approx. 9 lbs. of explosives, incapable of completely destroying an aircraft of this size in flight.. And finally none of the floatation devices or Life rafts were seen in this area. By the way the life rafts automatically deploy nd inflate on deployment on ditching in water!.

c) MH370 Landed in Australia /Pakistan/Iran and other ridiculous scenarios, this Machine would have to have been super stealth to have accomplished this feat avoiding all the various military Radars. From Australia, India, Diego Garcia, The US and Royal Navy boats over the horizon radars etc. etc.

Let me now turn to the published media cover up, real evidence what we have been told officially

1) The Active communications systems were turned off over a period of at least 15 minutes! Only someone with a clear knowledge of the aircraft systems and the location of the equipment/switch gear would know how to achieve this aim including the pilots. If the pilots were responsible for this gradual disablement of the systems why did it take 15 minutes?

2) The Aircraft did not reverse course it flew directly westwards and rapidly descended how come none of the passengers used the onboard mobile phone system to contact anyone? Why would the Co-pilot connect only briefly with the Penang mobile system towers when there is a satellite repeater on board; that boosts mobile phone signals and relays them through a Satellites link it does not require ground based towers!

3) Rolls Royce made the initial announcement that the engines were communicating via ACAS satellites systems for 5 + hours after the initial disappearance what caused Rolls Royce to clam up about what they knew? US threats? No more engine sales into the US market maybe?

From my perspective as an aviator Rolls Royce knows exactly where this Flight landed but are saying nothing!

4) The Pilot practiced landing at a military airfield Diego Garcia using his private simulator we are told seven times but hey who knows how many practice landings he accomplished. Bearing in mind his marital problems I wonder how many US dollars it would take to get him to acquiesce in the US navy hijacking via the global hawk system and the NSA back doors in the fly by wire computers? There is now a scheme to take over an aircraft to prevent genuine hijackers successfully completing their mission by taking remote control in this very fashion!

5) Why would the Aircraft be hijacked and flown to a secret safe landing? Let me see what we know there were 21+ free-scale employees on board working for the Chinese branch of this cyberspace/cyber warfare company designing and developing computer hardware we also know there was an IBM exec on board. Along with a considerable amount of cargo which was destined for Beijing ,it is reported there was a newly developed chip amongst the cargo apparently this chip was designed and programmed to take control of any computer system in which it was inserted or had communications with a massive military prize for China. And definitely not what the Pentagon would approve of!

6) With this Aircraft and these engines to ditch in the sea would be very hazardous, when coming into land on the surface then engines being lower than the fuselage would make contact with the water first the addition drag from the sea water would cause a rapid nose down attitude the nose would dig in and the aircraft cartwheel until it broke into a million pieces. Wreckage beacon clearly visible and heard. With there being so many items on board that float and transmit in such a scenario.

7) Taking the Radar tracking at Penang the heading the timing of the engine runs the fuel load the height variations distances from disappearance to Beijing or to Diego Garcia that being 3,700 kilometers and 3,100 kilometers respectively this cushion of around 500 to 600 or so kilometers would allow the plane to fly low for the journey past most radar consuming more fuel before climbing to altitude to create fuel efficiency once again for their flight to Diego Garcia..

Cool Climbing to 44,000 feet it was claimed was to suffocate the passengers a completely unnecessary maneuver, depressurizing at its cruising altitude of 35,000 would have done the job. However when depressurized all the cabin oxygen masks would have dropped giving the passengers 15 to 20 minutes to take some action. No!! The real reason for the climb was to be above the air lanes! without their Doppler/anti-collision radar active they would be in danger but at 44,000 feet they have a minimum height separation of 3,000 feet and avoid any chance of midair collision.

_________________
www.rethink911.org
www.actorsandartistsfor911truth.org
www.mediafor911truth.org
www.pilotsfor911truth.org
www.mp911truth.org
www.ae911truth.org
www.rl911truth.org
www.stj911.org
www.l911t.com
www.v911t.org
www.thisweek.org.uk
www.abolishwar.org.uk
www.elementary.org.uk
www.radio4all.net/index.php/contributor/2149
http://utangente.free.fr/2003/media2003.pdf
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outsider
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PostPosted: Thu Jan 21, 2016 11:28 pm    Post subject: Reply with quote

?Que pasa? Your posts start half way across the page, Tony!
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PostPosted: Fri Jan 22, 2016 1:05 am    Post subject: Reply with quote

What do you mean - all seems fine to me Wink

Not a bad report this....
http://mailstar.net/bulletins/140727-b2420-MH370.rtf

outsider wrote:
?Que pasa? Your posts start half way across the page, Tony!

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www.l911t.com
www.v911t.org
www.thisweek.org.uk
www.abolishwar.org.uk
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www.radio4all.net/index.php/contributor/2149
http://utangente.free.fr/2003/media2003.pdf
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PostPosted: Tue Jan 26, 2016 2:13 pm    Post subject: Reply with quote

Yes,
Great report SP,
This seems to be the long and short of it
MH370: data withheld out of reluctance to reveal military technology

TonyGosling wrote:
What do you mean - all seems fine to me Wink

Not a bad report this....
http://mailstar.net/bulletins/140727-b2420-MH370.rtf

outsider wrote:
?Que pasa? Your posts start half way across the page, Tony!

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PostPosted: Sat Mar 05, 2016 7:18 pm    Post subject: Reply with quote

The only way to get Rolls Royce or anyone else to release data being kept secret by the military is in court


Also this in the Mail today - though mostly rubbish
http://www.dailymail.co.uk/news/article-3477659/Truth-plane-launched-1 -000-conspiracy-theories-UFO-hunter-s-wreckage-African-coast-just-late st-wild-claim-Flight-MH370-s-disappearance.html
Reports of sightings kept coming. The most credible came from villagers on the remote Maldives island of Kudahuvadhoo, nearly 2,000 miles from the southern tip of India. Ibrahim Sarih, manager of the Blue Leaf Guesthouse, said: ‘I’ve never seen a jet that size flying so low. I could even make out the doors on it quite clearly.’
He described blue-and-red markings, consistent with the Malaysia Airlines livery. If MH370 was being flown low to avoid radar and slowly to conserve fuel, the timing — 9.15am on March 8 — seems right.
Reports of sightings kept coming. The most credible came from villagers on the remote Maldives island of Kudahuvadhoo, nearly 2,000 miles from the southern tip of India
In this case, it seems likely the plane had been hijacked and was heading towards Africa, perhaps Somalia, though it probably wouldn’t have had enough fuel.
Eight days after the disappearance, another possibility opened up. ‘It might well be the world’s first cyber hijack,’ said British anti-terror expert Dr Sally Leivesley.
A former Home Office scientific adviser, she believed hackers on board the plane took control by triggering malicious software codes from a smartphone, over-riding security devices.
‘It is possible for hackers to get into the main computer network of the plane through the in-flight onboard entertainment system,’ she said.

http://www.ibtimes.co.uk/missing-mh370-12-families-file-lawsuits-again st-malaysian-airlines-government-1547656

Missing MH370: 12 families file lawsuits against Malaysian Airlines and government

Adam Justice By Adam Justice
March 4, 2016 17:18 GMT

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The families of 12 passengers aboard missing Malaysia Airlines flight MH370 filed suits against the carrier on 4 March, in a frantic rush to pursue claims before a two-year deadline for legal action expires. Under the Montreal Convention, any court action to claim damages from an airline must be made within two years from the date the aircraft arrived or should have arrived. MH370 disappeared on its way to Beijing on 8 March 2014, with 239 passengers and crew aboard.

Four family members each of two Ukrainian passengers, Oleg Volodymyrovych Chustrak and Sergii Grygorovych Deneika, filed suits in the Malaysian High Court against Malaysia Airlines Systems (MAS) for negligence.


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"We have filed 10 more today, this morning. Eight are Malaysians, one is a Russian national and one is a Chinese national, passengers, these are the passengers. The defendants, we've cited the same defendant in this suit this morning. Five defendants, MAS, MAB (Malaysia Airlines Berhad), Ketua Pandaran Jabatan, DCA (Department of Civil Aviation), The Royal Malaysia Air Force and the government of Malaysia," said the lawyer representing the families, Sangeet Kaur Deo.

Sangeet said the families were seeking unspecified damages for negligence, breach of contract and breach of statutory duty. The High Court also heard a bid by the Malaysian government and Malaysia Airlines Berhad (MAB) to strike out a suit filed by two teenage children of Tan Ah Meng and Chuang Hsiu Ling, who were aboard flight MH370 with their eldest child, Tan Wei Chew. In their striking out application, the government and MAB said the suit did not disclose reasonable cause of action and that it was "frivolous, vexatious and an abuse of the court process".


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Related
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Relatives ask Boeing and directly-affected entities to help fund search
Malaysia working with Australia to test new plane debris find
Who is Blaine Gibson, the real-life 'Indiana Jones' adventurer who found plane debris?
Missing MH370 weeks away from becoming aviation's biggest unsolved mystery
MAB also argued that it has no liability on MH370 as it was set up eight months after the plane disappeared. The case is expected to be of interest to families concerned about the status of MAS, which has since seen its assets and operations transferred to MAB under a restructuring exercise.



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In particular, the families are worried that by not naming MAB as a defendant, they would not be able to receive any damages or compensation from MAS even if they won the suit as MAS would not have any assets left to pay after the restructuring process is completed. Sangeet, who is also representing the Tan family, declined to elaborate on specifics due to the pending case but acknowledged that the status of MAS was still in question.

"Except to say that the act is there, it transfers certain liabilities to MAB. I think a lot of people are concerned about the position and standing of MAS today and really how your suit going to fair if it's only against a company which is currently in administration. Whether they are going to get anything at the end if you are suing a company that you know really is a shell at the moment," she told reporters during a break at the hearing.

Multiple suits have been filed in the United States, Australian and Malaysian courts in the past few weeks and more are expected as the two-year deadline approaches. International convention states that families are automatically eligible for around £113,000 ($160,000) in compensation per passenger.

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PostPosted: Tue May 17, 2016 9:48 pm    Post subject: Reply with quote

As suspected the MH370 debris is just a diversion. Analysis of wreckage shows evidence of it being rigged.

It was underwater (and couldn't have floated from the search locations) as evidenced by the barnacles or floated high in the water and could have come from anywhere in the Indian Ocean but then shouldn't have had barnacles.

http://jeffwise.net/2016/05/02/french-judiciary-report-raises-fresh-do ubts-about-mh370-debris


Quote:
French Judiciary Report Raises Fresh Doubts About MH370 Debris
– May 2, 2016
Posted in: Aviation

After French authorities retrieved the MH370 flaperon from Réunion Island, they flew it to the Toulouse facility of the DGA, or Direction générale de l’Armement, France’s weapons development and procurement agency. Here the marine life growing on it was examined and identifed as Lepas anatifera striata, creatures which have evolved to live below the waterline on pieces of debris floating in the open ocean.

Subsequently, flotation tests were conducted at the DGA’s Hydrodynamic Engineering test center in Toulouse. The results are referenced in a document that I have obtained which was prepared for judicial authorities by Météo France, the government meteorological agency, which had been asked to conduct a reverse-drift analysis in an attempt to determine where the flaperon most likely entered the water. This report was not officially released to the public, as it is part of a criminal terrorism case. It is available in French here.

Pierre Daniel, the author of the Météo France study, notes that the degree to which a floating object sticks up into the air is crucial for modeling how it will drift because the more it protrudes, the more it will be affected by winds:
Buoyancy extract

This translates as:

The buoyancy of the piece such as it was discovered is rather important. The studies by the DGA Hydrodynamic Engineering show that under the action of a constant wind, following the initial situation, the piece seems able to drift in two positions: with the trailing edge or the leading edge facing the wind. The drift angle has the value of 18 degrees or 32 degrees toward the left, with the speed of the drift equal to 3.29% or 2.76% of the speed of the wind, respectively.

The presence of barnacles of the genus Lepas on the two sides of the flaperon suggest a different waterline, with the piece being totally submerged. In this case we derive a speed equaly to zero percent of the wind. The object floats solely with the surface current.

This suggests a remarkable state of affairs.

Inspection of the flaperon by Poupin revealed that the entire surface was covered in Lepas, so the piece must have floated totally submerged—“entre deux eaux,” as Le Monde journalist Florence de Changy reported at the time. Yet when DGA hydrodynamicists put the flaperon in the water, it floated quite high in the water, enough so that when they blasted it with air it sailed along at a considerable fraction of the wind speed.

As point of reference, Australia’s CSIRO calculates that that the drifter buoys that it uses to gather ocean-current data pick up a 1.5% contribution from the wind. Here is a picture of one such drifter, kindly supplied to me by Brock McEwen. You can see that more than half of the spherical buoy is out of the water.

It is physically impossible for Lepas to survive when perched up high in the air. Yet the buoyancy tests were unequivocal. So Daniel pressed on, conducting his analysis along two parallel tracks, one which assumed that the piece floated high, and the other in which it floated submerged. For good measure, he also considered scenarios in which the flaperon floated submerged until it arrived in the vicinity of Réunion, and then floated high in the water for the last two days. (Note that he doesn’t present any mechanism by which a thing could occur; I can’t imagine one.) [Ed's note: the author of the report suspected the wreckage was planted evidence]

After running hundreds of thousands of simulated drift trials under varying assumptions, Daniel concluded that if the piece floated as its Lepas population suggests, that is to say submerged, then it couldn’t have started anywhere near the current seabed search area. (See chart above.) Its most likely point of origin would have been close to the equator, near Indonesia. His findings in this regard closely mirror those of Brock McEwen and the GEOMAR researchers which I discussed in my previous post.

Daniel found that when simulated flaperons were asssumed to have been pushed by the wind, their location on March 8, 2014 lay generally along a lone that stretched from the southwest corner of Australia to a point south of Cape Horn in Africa (see below). This intersects with the 7th arc. However, as Brock has pointed out, such a scenario should also result in aircraft debris being washed ashore on the beaches of Western Australia, and none has been found. And, again, the presence of Lepas all over the flaperon indicates that such a wind contribution could not have been possible.

With windage

Pierre Daniel’s reverse-drift analysis for Météo France, therefore, presents us with yet another block in the growing stack of evidence against the validity of the current ATSB search area in the southern Indian Ocean.

The most important takeaway from this report for me, however, is the stunning discrepancy between how the flaperon floated in the DGA test tank and the “entre deux eaux” neutral buoyancy suggested by its population of Lepas. No doubt some will suggest that the flaperon may have contained leaky cells that slowly filled as it floated across the ocean, then drained after it became beached. However, I find it hard to believe that an organization as sophisticated as the DGA would have overlooked this eventuality when conducting their wind tests. Rather, I read Daniel’s report as evidence that the French authorities have been unable to make sense its own findings. I suspect that this is the reason that they continue to suppress them up to this day.
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PostPosted: Wed Jul 27, 2016 12:42 am    Post subject: Reply with quote

Both these links were posted on this thread yonks ago, but the links have been taken down. Here are the same articles, with (so far) working links:

Missing Malaysia Airlines Flight MH370: Passengers’ Mobile Phones Ring But Not Answered By Divya Avasthy March 10, 2014 07:44 GMT
http://www.ibtimes.co.uk/missing-malaysia-airlines-flight-mh370-passen gers-mobile-phones-ring-not-answered-1439560

Freelance journalist: ‘Hijacked flight 370 passenger sent photo from hidden iPhone tracing back to secret U.S. military base Diego Garcia’:

https://www.intellihub.com/freelance-journalist-hijacked-flight-370-pa ssenger-sent-photo-hidden-iphone-tracing-back-secret-u-s-military-base -diego-garcia/

I know it's old hat, but useful for newbies who haven't followed the story from day one.

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