Monthly Archives: May 2014

KRM Update – Mathias Cormann Denies He is the Voice of Rainier Wolfcastle

Mathias and RainierMathias Cormann, the Minister for Finance in the Abbott Government, strongly denies allegations that recently appeared on internet website Reddit claiming he has been moonlighting as the voice of Simpson’s character Rainier Luftwaffe Wolfcastle. Speaking from Austria, where he is holidaying with family, Cormann told The Sun Herald, “This whole Wolfcastle gossip is someone’s girlie fun-stuff.”

On ABC’s “Lateline,” Shadow Minister for Finance Tony Burke, described Cormann as “a parody of Arnold Schwarzenegger.” The show’s host, Emma Alberici, interjected, “You think he owns a Ferrari F40?” Tony Burke replied that he believed it was neither “coincidence” nor “a gee-whiz luck event that he was recently observed driving around Austria in a Hummer H1.”

Cormann continued to deny the allegations outright, stressing “clearly and unambiguously I am not the voice behind Wolfcastle or the reprehensible McBain character.” He added, “This clearly false rumour won’t stick. Because Australian people are smarter than the average Commie-Nazi.”

If he were the voice behind Wolfcastle, Cormann asked, “Why do I think “Run! Get to the chopper!” is not funny?” And he denied, when asked how he slept at night, that he had ever responded with, “On top of a pile of money surrounded by many beautiful women.”

In the nine months since Cormann first assumed office as Minister for Finance, there have been discreet whispers about his experimentation with body-building and his love of German Bratwurst. The Sun Herald reported this week “a senior officer with the Federal Police said on Sunday that it was still their conclusion that Mr. Cormann was not leading a double life.” Despite accusations, Labour has not publicly revealed any evidence that he is working in any capacity with The Simpson’s creator Matt Groening. This issue is key to shaping the public’s perceptions of Cormann and indeed the Abbott Government in the wake of the 2014 Federal Budget. Tony Burke on “Lateline,” went on to allege that “I’ve personally heard him humming “The Bratwurst Song” in the Upper House. And several back-benchers on my side of The House heard him remark to Clive Palmer at the coffee cart “Quit stalling, fatty!” ”

On ABC’s “Q & A,” Shadow Treasurer Chris Bowen made similar allegations, saying, “One night in March this year, Senator Cormann was at a local Canberra hotel with Christopher Pyne and was heard to jibe The Minister for Education by saying, and I quote: “Ja, that is some outfit, Pyne-e-e. It makes you look like a homosexual” – I mean, this is disturbing stuff.”

Asked today to elaborate on his reasons for suggesting that Mathias Cormann was in-fact the voice of Rainier Wolfcastle, Chris Bowen, thru a press aide, declined to comment.

Some observers, looking at the substantiation that Cormann was seen lunching with Matt Groening at Fox Studios in New York have pointed to a report in popular culture magazine, Rolling Stone, that before leaving America last Christmas Cormann stayed at Groening’s house in Malibu City. Cormann’s legal adviser, Lionel Hutz, a lawyer with “I Can’t Believe It’s A Law Firm” denied that report, however, saying, “It’s the most blatant case of fraudulent advertising since my suit against the film “The Never Ending Story” ” – (Rolling Stone stands by its story.)

“It’s not just the allegations about me being the voice of Rainier Wolfcastle that mystify me,” Cormann told The Sun Herald. “It’s that people really think I had a starring role in several gay pornography films while chewing on a “Power Sauce Bar.” ” Cormann expressed concern at the range of allegations that have been made against him in the media without intelligence officials providing some kind of factual basis: “I was never a key player in the Hollywood Prostitution scandal, and most certainly never carried George Brandis in an oversized Snugli for babies. I have no idea who Rob Schneider is and I’ve never seen the movie My Baby is an Ugly Man.” ”

Cormann went on, “I mean, I am more socially liberal than a majority of Ministers in our Cabinet around issues of the stem cell research, but I have never supported anyone named Sideshow Bob, and had no idea he was running for Mayor. Really, if I could meet some of these rumour-mongers I would shoot their face…and shoot their face again.”

In the end, Cormann reiterated that “These allegations are false. If mine bratwurst has a second name that’s S-C-H-N-A-C-K-E-N-P-F-E-F-F-E-R-H-A-U-S-E-N, it is nobody’s business but my own.”

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KRM Update – Budget 2014: Drinkers React

Dougie Bishop on the BUDGET 2014An inebriated man from Footscray made a fascinating point about the 2014 Federal Budget a few nights ago, astutely commenting on the Abbott Government’s strangely misguided priorities. Dougie Bishop, a 37-year-old fork-lift driver, made the remark around 10:50pm at The Reverence Hotel, where he had spent the night stuffing himself with cheap tacos and drinking himself into a blind stupor.

Shortly before pissing himself, Dougie Bishop shrewdly hypothesised about the puzzling priorities of the 2014 Federal Budget. He has since been elevated to the position of senior-most provincial adviser to Prime Minister Tony Abbott.

“This government, they can find money to fight wars and search for missing planes, but they’re making people pay just to have a thermometer stuck up their bum,” Bishop sharply noted to a handful of patrons as he downed a triple shot of Bundy OP Rum. “They don’t know their fucking armpit from their elbow.”

He then added, “It’s bull-shit, mate, you ‘ear me?” before pissing his pants and stumbling home.

Bishop’s perceptive political remark immediately impressed punters at The Reverence Hotel.

“What Dougie said was spot on,” said Warren Murphy, 33, who was also maggotted. “He was saying like how we spend more money on the the war effort and stuff that’s got nothing to do with us than we are on free health-care for pensioners and stuff. And he was dead right: The whole budget’s screwed-up.”

Sharon Ward, who stood alongside Dougie Bishop at the time waving a bottle of Strong-Bow cider around, also agreed with the Footscray man’s appraisal.

“I can’t remember exactly how he put it now; I wish I could because it was bloody amazing,” she said. “He just cut thru all of the shit right to the heart of the problem…sensational mate, eh?”

Ward broke her nose and 3 ribs later that evening when she was struck by a car while trying to hail a taxi on Napier Street.

When asked to expand on his judgment of the proposed spending cuts outlined in the 2014 Federal Budget, Bishop replied, “I was talkin’ to this good-looking-sort for a while last night and I was pretty sure I was gonna get me end in,” he said. “But then I just threw me guts up right in front of her…but then she said she was a dyke anyway, so…you know.”

News of Dougie Bishop’s politically charged outburst quickly reached Canberra.

“Only a few days ago, I was one of the ministers in favour of cutting welfare benefits while rubber-stamping the purchase of 58 US F-35 Joint Strike Fighter aircraft,” Minister for Employment Eric Abetz said. “But it is now clear that, as Mr. Bishop put it, We don’t know our armpit from our elbow.”

The Australian was also enthused by Dougie Bishop’s hard hitting remarks, dedicating a full page to the central comments of the twice-divorced alcoholic fork-lift driver and father of six who has a history of driving offenses and domestic violence.

“Solutions to major societal problems do not always come from within the Canberrian brain-trust,” editor-in-Chief Chris Mitchell noted. “Often, they come from ignorant, fluro-shirted Australians who fling their uninformed, one-dimensional solutions to multifaceted, 21st Century problems at anyone bothered to listen.”

In addition to his editorial in the pages of The Australian, Bishop has been invited by Queensland Premier Campbell Newman to participate in next month’s round table discussion on Brisbane’s ongoing bikie problem as well as strategies for supercharging the local economy.

New South Wales Premier, Mike Baird, has also expressed interest in consulting Bishop on a number of grave concerns in the wake of recent ICAC investigations.

“It would appear that Mr. Bishop has a nose for decoding the difference between good choice and a choice that is simply rank,” Baird said. “Therefore, I intend to initiate discussions with him in the foreseeable future, definitely.”

This is not the first time Dougie Bishop has boldly questioned the priorities of an Australian Government. In April 2013, after consuming 24 cans of Melbourne Bitter on the tailgate of his Hilux ute, he mumbled to himself, “This fucking Carbon Tax, mate…politicians just sitting around all day dreaming up new ways of sucking another dollar out of yah.”

The remark is said to have been the turning point which culminated in the Liberal Party being swept to power at the Australian 2013 Federal Election.

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KRM Update – Manus Island Slackers!

Manus1Nine months after deciding his life was just too hard and engaging a people smuggler to secure him passage on a fishing boat bound for Australia, Adeeb Kohistani, a gutless slacker from Afghanistan, was continuing to hide from reality at Manus Island regional processing facility.

According to former G4S staff, the 31-year-old refugee, a member of the Shia Hazara people from the central highland region of Hazarajat in Afghanistan, apparently did-a-runner from his home last June following a violent raid by the Taliban Army, and now prefers to live in an army tent in the middle of Manus Island than face up to the challenges in his life and deal with them like any normal Australian would.

PNG Police Officer Russty Nicholson said of the pathetic runaway, “When things got hard Kohistani could have defended his village and died with his pride intact, but at the first sign of trouble he just took off to a different country instead.” Officer Nicholson explained this as a common reaction amongst boat people: the moment a large, well-armed military regiment raids their village and slaughters their family, they turn about and run.

Immigration Minister Scott Morrison specifically mentioned Adeeb Kohistani’s case at a press conference outside Villawood detention Centre Thursday. “People like Mr. Kohistani need to understand that Australia is not the place to come and bury your head in the sand just because life has dealt you a rough-hand. I think I can safely speak for all Australians when I say that we are a tolerant nation who believe in a fair go and when a problem crops up, we fix it. You fix it and move on with your life. Because that’s what Australians do.”

Talk-back radio phone lines rang hot after Mr. Morrison’s press conference with the majority of callers agreeing that ignoring all your problems— such as ethnic cleansing and homelessness—and hoping it will all go away is a total cop-out.

“Look at me,” said Mr. Jasper Whyte a caller from Penrith NSW, “I never got my Housing Commission flat by taking the easy way out. It was bloody hard work.”

Another caller described Adeeb Kohistani as “a loser, simple as that!” right after talkback radio host Alan Jones confirmed that Kohistani had ran like a headless chook the night of the massacre before crawling out the back of his hut and cowering in the nearby scrub, where, Jones speculated, the weak-willed man decided to just completely shut out the sight of his settlement being destroyed and the bodies of his loved ones being thrown into a pit rather than tackling the problem head-on. The spineless bastard reportedly ran-off with his tail between his legs to the people smugglers the following day, and is now, by all accounts, content to just give up and pity himself at the taxpayer’s expense.

In a news poll, 91% agreed that Kohistani should not be using the massacre of his family as an excuse to just chuck in the towel. The poll’s comment section was shut-down after contributors overloaded the system with unanimous calls for taxpayer handouts to cease and for Kohistani to snap out of his depression and “get his shit together.”

Mr. Morrison acknowledged that both G4S and his own border protection point man, Lieutenant-General Angus Campbell, had warned Kohistani and all illegal arrivals that they needed to realise everyone faces challenges in their lives, and that they can’t just expect Australians to throw open their arms and take care of everything for them. “During an operational procedure,” said Mr. Campbell, “which I can’t directly discuss, but I can disclose that during that procedure one Australian naval officer lost his iPhone. Over the side and into the drink it went. It wasn’t backed up to the cloud so the officer lost everything. But he didn’t start crying about it, and he certainly didn’t run off to Indonesia expecting them to make it all better for him. No, he took it on the chin and first opportunity he got he was on eBay buying himself a new iPhone which he immediately backed up to the cloud so this sort of problem wouldn’t reoccur.”

Greens Immigration spokeswoman (and general bleeding-heart) Sarah Hanson-Young visited Adeeb Kohistani on Manus but failed to address the queue jumper’s propensity for running away from his difficulties. Instead, Ms. Young spent most of her time criticising the Federal Government’s offer to repatriate Adeeb Kohistani back to Afghanistan at taxpayer expense. The Greens Senator rejected calls for the gutless refugee to grow up and act like a responsible adult for once in his life. She said the piss-weak excuse for a man resolutely refuses to go back to his own country and that he enjoyed her full support.

“Adeeb Kohistani is just barely starting to feel safe here,” said Sarah Hanson-Young. “Returning to his home in Hazarajat is something he can’t even imagine at the moment.” Ms. Young cited dozens of Kohistani’s weak excuses for why he can’t tackle his problems and actually do something about them like any normal Australian would. “So many of his friends and relatives were murdered right in front of him during the raid, and it could have just as easily been him. He told me that he still hears their screams in his dreams every night.”

Scott Morrison countered by saying Adeeb Kohistani wouldn’t be having nightmares if he had initially confronted his attackers head on, although he stressed this did not justify what happened to Mr Kohistani’s relatives and other victims.

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MH370 – The Malaysian Government’s Responsibility

Lose Yourself Malaysian AirlinesWe now know multiple authorities watched MH370 disappear. Despite the inaction and the repeated failures by those in charge on the evening of March 8 2014, no one in Malaysia has taken responsibility for the loss of MH370, and this is the real conspiracy behind the disappearance. This course was charted from the first official press conference, and since then it has become increasingly evident that a litany of embarrassing failures by multiple authorities in Malaysia to take the action they should have taken, has been covered up and dumbed down.

“It is a conspiracy,” said former Chief Pilot for Malaysia Airlines, Nik Huzlan, “merely to protect the people who have not done the job they were supposed to do…all the people that were on duty that night.”

The world knows what happened to MH370. Not definitively, perhaps, but based on the official evidence available it all points to one thing: human interference. Whether that onboard human interference was initiated by the Boeing 777 pilots, members of the crew, the passengers or a combination of all, the disappearance almost certainly began in the mind of a human. The task was carried out by people with vast aviation experience.

A catastrophic accident can be effectively ruled out. If there was a fire and/or explosion aboard MH370 that knocked out the transponder and the ACARS communication system, could the plane have kept flying? “It is beyond the bounds of probability,” said retired Boeing 777 Pilot Steve Buzdygan. “No mechanical malfunction would destroy an aircraft communication system while enabling said aircraft to fly on – in the case of MH370 – for several hours.”

It is true, a passenger jet can deviate from its proposed course because of bad weather or some control requirement prompted by Air Traffic Control, but none of these are a factor in the case of MH370. So until further notice it is safe to assume human interference is the root cause for the mystery.

Referring to the “grey-zone” where Malaysian air space crosses over into Vietnamese air space, yet another retired Boeing 777 pilot, John Lindsay, agreed that, “If I was going to take the aircraft over and make the aircraft disappear this is exactly when I would do it.”

Nik Huzlan backed up this claim: “When a plane crosses over from one air space into another, I tell you, it is all done in one fair swoop: Malaysian 370, good-night…over to Ho Chi Minh CLICK…Ho Chi Minh, Malaysian 370, good-morning. – That’s all it takes. Exactly that long. That did not happen.”

And while the mid-air human interference was occurring, human incompetence was working in tandem at a ground level to create a synergy of error that would ultimately make the disappearance of MH370 absolute.

The following is part of an interview conducted by ABC news with The Minister of Malaysian Transport, Hishammuddan Hussein.

ABC: Did DCA [Dept of Civil Aviation] contact the military?

HH: Yes they did.

ABC: What time?

HH: You have to ask the DCA. And it will come out the details, the dates…because I do not want to be trapped by…from my experience in the last four weeks…by dates, by numbers, by names, by rank.

ABC: You have conceded earlier that on the morning the plane was missing, there was four and a half hours time in which to respond. So why wasn’t a jet sent up?

HH: It was not hostile, it was commercial, it was from our airspace, and we’re not at war with anybody. Even if we sent [a jet] up are you going to say that we are going to shoot it down?

ABC: Well you said that, not me.

HH: No, I’m asking you.

ABC: I could not possibly answer; I’m not a military expert…

HH: So if we’re not going to shoot it down what’s the point of sending it up?

ABC: To see where it’s going.

HH: Well, to see where it’s going…you need a fighter for that? You are talking now about military procedures. And if I did shoot it down, you’d be the first to say how can you shoot down a commercial airline with 14 nationals, half of them Chinese…I’d be in a worse position, probably.

ABC: Why shoot it down if it’s not hostile?

HH: Well, the Americans would.

It is far from uncommon for officials attempting to cover-up details of an incident to put the blame on a subordinate. However, in this interview, Hishammuddan Hussein used a different approach. Relying on his skills in public deception, Mr. Hussein tried to create the impression that nothing improper had occurred, that faced with horrendous choices a sharp military crew had done the right thing. They had behaved in a manner that would surely shame the leaders of the free world.

Asked why a jet wasn’t sent up, Mr. Hussein replies: “…are you going to say that we are going to shoot it down?” Firstly, the original question should have included the word intercept; I believe this is what the interviewer intended: the question should have been clearer – Why wasn’t a jet sent up to intercept MH370? Perhaps then Mr. Hussein might have been less predisposed to introduce the concept of blowing the plane out of the sky. The word “intercept” is clearly different than the phrase “shoot it down.”

Air Traffic Controllers request military jets to intercept commercial aircraft on a routine basis. Sometimes the purpose is to tell a commercial pilot their plane has gone off course; other times the interceptor is sent to observe a situation directly – for example, to see who is flying the plane. None of this requires political approval. It is not uncommon for ATC to request military jets to intercept a commercial aircraft in response to any serious problem which ATC cannot resolve thru radio contact. Furthermore, the most common problem is that a commercial jet has deviated from its authorised flight path. Given what is known about the behaviour of MH370 post 01:19 this would have been a completely appropriate response.

Yet Mr. Hussein frames his response as “You are talking now about military procedures” as though interceptions are 1) unusual, and 2) as something that automatically means a seek and destroy mission. Mr. Hussein believes no interception was necessary because “It was not hostile, it was commercial, it was from our airspace, we’re not at war with anybody.”

The fact that Malaysia is not at war with anybody should not alter the fact that anyone at any time might decided to initiate an act of war against you. That is what military radar is for, early detection. “It was not hostile” – who decided it was “not hostile” might have been an appropriate follow up question. That or, how was the “non hostile” status arrived at? “It was commercial, it was from our airspace” – how did Malaysian military know that given that transponders and ACARS data transmitters aboard MH370 had been switched off? In the 40 minutes that MH370 blipped across Malaysian military radar, and to the best of public knowledge, that aircraft was unidentified.

Again, when a plane deviates from its flight plan, ATC will contact the pilot. If ATC cannot establish contact, a military jet can be scrambled to fly up to the aircraft and check out the situation. This normal procedure is called “interception” and it is not an aggressive act. Almost always it is requested because routine communication has become impossible.

Furthermore, Mr. Hussein’s implied argument – that there is no point in sending up an interceptor unless there is an intention to shoot it down – is obtuse. Why would such a decision have to be made in advance of scrambling an interception? Even if an airliner has been taken over by terrorists with a suicide mission, no one could predict how the hijacker(s) might respond to an interception. Both police and the military routinely respond to a hijack situation in this manner: they mobilise a potentially overwhelming force in the hope of getting the hijacker to surrender?

Here is just one example amongst the many that demonstrates Hishammuddan Hussein and the Malaysian authority’s reluctance to discuss their failure to intercept MH370. It adds to a full list of fallibility peppered with half truths peddled as accepted fact, false foundations and a fog of emotional misinformation designed to cover-up plain and simple human fault.

When will The Malaysian Government accept responsibility for the disappearance of MH370?

Roy Pinto, Chief Operations Officer at Inmarsat, said, “In events of this magnitude, everybody has an opinion.” The ongoing and regrettable behaviour of The Malaysian Government has done nothing to minimalise this truth.

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MH370 – Some Ping Happening Here

Buffalo-Springfield-somepinghappening
It was breakfast time, 14th of May 2014. I was reading thru a Daily Mail article dated May 12 (updated the 13th): “Searchers fear “pings” they thought were from missing MH370 were not from the plane at all.”

I guffawed aloud, “Yeah, no shit Sherlock.”

When those black-box pings first made headlines round April 5th, I tracked down a scientist who helped direct the search for Air France flight 447, a Mr. Bill Meacham.

He said: “I don’t know any underwater acoustic people that think the pings have anything to do with the plane” – this was Monday April 14, just a week after the first reports – “One has to wonder if, in the eagerness to believe and the absence of any other lead, the authorities directing the search have downplayed evidence that is clearly contrary.”

But even before I spoke with Bill Meacham, I undertook my own preliminary research online which revealed to me that for several decades now, pingers with frequencies of 30 to 50kHz have been commonly used to track large, deep sea animals. Location and other data is transmitted to receivers in the ocean or to satellites whenever the animal surfaces. Acoustic pingers are also widely used as fishing net protectors, to drive away predators that would steal fish.

The more I learned about the specifics of the evidence obtained by the TPL (Towed Pinger Locater) the more it indicated that the received signals could have originated from any number of tracking devices, including all sorts of bio-telemetry tracked marine life. Anything from tagged whales to sharks, sea turtles, tuna, seals, swordfish, even a pinger attached to a net that is drifting.

Bill Meacham told me of a colleague at the University of Hong Kong who tracked a great white shark all the way from Australia to South Africa.

The first two pings detected on April 5th and thought to have come from the black box aboard MH370 came in at 33.5 kHz and later at 27 kHz. Remarkably, these detections occurred on the very first run of the TPL, and as we know if something seems too good to be true it probably is. But the experts on TV seemed very confident, especially with Prime Minister Abbott stating repeatedly that there was nothing in nature or commercial shipping that would make a similar sound.

That’s true, providing you exclude just one example (yes, just one of many) such as the real-time tracking of more than 400 marine animals listed at www.seaturtle.org/tracking.

But first and foremost, the signal’s frequency of 33.5 kHz and lower should have been the first red flag. This is NOT within the manufacturer’s specs of 37.5 +/- 1 for the black box pinger. It was written off at the time as “weakening batteries.” But reading this morning’s Daily Mail article, which caused me to spit toast crumbs all over my iPad, the authorities are at it again. The “vagaries of deep-sea conditions” they are calling it, with all the panache they can muster.

Meanwhile, Bill Meacham and his colleagues have been on record for a month saying the 33.5 kHz frequency alone proves that the signal did not come from MH370. Furthermore, that the frequency of the pinger would not change due to deep sea conditions.

The range of detection is another factor that adds to the skepticism. Scientists from the Woods Hole Oceanographic Institution studying Baleen Whales used a pinger with an identical specification to the one used on flight MH370. The maximum range of detection was recorded as 2.3km. By contrast, the distances between the black box pings for the detections recorded between April 5th and the 8th were rated at 9.5, 12.3 and 13.6km. Even supposing the voice and data recorders were separated after impact by ocean currents, the signals clearly cannot be from the pingers on MH370 (and don’t even get me started on lack of a debris field).

Yet another quandary is the first detection, which lasted over two hours, picked-up by a TPL moving at 2 knots. The TPL covered 9km for the duration of the detection (a little over 2 hours). Since a TPL can only pick up a signal at a maximum of 3km, this extended detection suggested something moving parallel or at an angle to the TPL. (Maybe it was Flipper!) The depth of the sea floor was estimated at 4.5km and the TPL at approximately 1.5km away from the black box, even when directly over it – it doesn’t add up. Equally problematic is the second brief detection. The signal picked-up by the TPL partially submerged at a depth of only 300m, so approximately 4.2km from a source lying on the seabed.

There’s something happening here. Is it a case of brains trying to baffle us with bullshit?

Perhaps I’m being too harsh. Maybe it’s just irony, but all these authorities directing the search seem to dismiss the reality of a double audience. They regurgitate the news to one particular group who upon hearing the updates hear but don’t understand. The other group are not acknowledged at all. Those who hear when more is meant than meets the ear, are aware both of that more and of the outsiders incomprehension. If thru persistence they are finally acknowledged it is merely to write them off as conspiracy theorists.

Even a Daily Mail reporter at the time remarked: “Call it a triumph of science, or incredible luck, but on the very first path, the Ocean Shield (towing the TPL)… detected a steady series of pings.”

Prime Minister Abbott, you’ll recall, was “very confident” that the signals had come from the black box. I’m sure he still is. I’m sure all G20 members are very confident that this search situation is normal; as normal as a group of dolphins with wings riding around on skateboards assuming we all live someplace where such behaviour is completely normal.

Since March 8, I have walked a line and I have not walked it alone. The line maintains that for whatever reason of turpitude, the authorities are not in any hurry to find this missing plane. It will take many more weeks and months and many more millions of dollars before it miraculously appears at a time and place of their choosing. On that day, the smug faces will smile above their blue ties and hands will be shook and backs will be slapped and a prayer will be recited. Stringent measures will be put in place to ensure that this sort of incident is never repeated. Speeches will be made. Listen closely when they are: it will be an orgy of credibility mired in fact. The surface meaning and the underlying meaning of what is said, however, will not be the same as the evidence.

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MH370 – Tampering With Evidence

Did You Hear Some Ping
The MH370 cockpit transcript has been in the public domain since April 2014.
The transcript exposed a huge lie that was never properly explained away by Malaysian authorities. The final words heard by air traffic control were not the informal “All right, good-night” as originally reported, but “Good-night, Malaysian Three Seven Zero.”

This untruth led, not only me but a number of interested parties to seek out an independent analysis of the original sound recording. In doing so, as with most processes surrounding MH370, it served only in adding a slew of unanswered questions to an already unacceptably long list.

“ATC Delivery” (Pre-Departure)

Mayalsia Airlines Flight 370 cockpit (12:25:53): Delivery MAS 370 good morning.

Air traffic control (12:26:02): MAS 370 standby and Malaysia Six is cleared to Frankfurt via AGOSA alpha departure 6,000 feet squawk two one zero six.

ATC (12:26:19): … MAS 370 request level.

MH370 at (12:26:21): MAS 370 we are ready requesting flight level three five zero to Beijing.

ATC(12:26:39): MAS 370 is cleared to Beijing via PIBOS a departure 6,000 feet squawk two one five seven.

Cockpit (12:26:45): Beijing PIBOS a 6,000 squawk two one five seven MAS 370 thank you.

ATC (12:26:53): MAS 370 welcome over to ground.

Cockpit (12:26:55): Good day.

“Lumpur Ground” (Kuala Lumpur airport ground movements)

Cockpit (12:27:27): Ground MAS370 good morning Charlie One requesting push and start.

ATC (12:27:34): MAS370 Lumpur Ground morning push back and start approved Runway 32 right exit via Sierra 4.

Cockpit (12:27:40): Push back and start approved 32 Right Exit via Sierra 4 POB 239 Mike Romeo Oscar.

ATC (12:27:45): Copied.

Cockpit (12:32:13): MAS377 request taxi.

ATC (12:32:26): MAS37….. (garbled) … standard route. Hold short Bravo.

ATC (12:32:30): Ground, MAS370. You are unreadable. Say again.

ATC (12:32:38): MAS370 taxi to holding point Alfa 11 Runway 32 right via standard route. Hold short of Bravo.

Cockpit (12:32:42): Alfa 11 Standard route Hold short Bravo MAS370.

ATC (12:35:53): MAS 370 Tower.

ATC (12:36:19): (garbled) … Tower … (garbled).

Cockpit (no time given): 1188 MAS370 Thank you.

Lumpur Tower (Kuala Lumpur airport runway)

Cockpit (12:36:30): Tower MAS370 morning.

ATC (12:36:38): MAS370 good morning. Lumpur Tower. Holding point.. (garbled)..10 32 Right.

Cockpit (12:36:50): Alfa 10 MAS370.

ATC (12:38:43): 370 line up 32 Right Alfa 10.

Cockpit (no time given): Line up 32 Right Alfa 10 MAS370.

ATC (12:40:38): 370 32 Right cleared for take-off. Good night.

Cockpit (no time given): 32 Right cleared for take-off MAS370. Thank you bye.

Lumpur Approach (Kuala Lumpur area controllers)

Cockpit (12:42:05): Departure Malaysian Three Seven Zero.

ATC (12:42:10): Malaysian Three Seven Zero selamat pagi identified. Climb flight level one eight zero cancel SID turn right direct to IGARI.

Cockpit (12:42:48): Okay level one eight zero direct IGARI Malaysian one err Three Seven Zero.

ATC (12:42:52): Malaysian Three Seven Zero contact Lumpur Radar One Three Two Six good night.

Cockpit (no time given): Night one three two six Malaysian Three Seven Zero.

Lumpur Radar (Malaysia regional controllers)

Cockpit (12:46:51): Lumpur Control Malaysian Three Seven Zero.

ATC (12:46:51): Malaysian Three Seven Zero Lumpur radar good morning climb flight level two five zero.

Cockpit (12:46:54): Morning level two five zero Malaysian Three Seven Zero.

ATC (12:50:06): Malaysian Three Seven Zero climb flight level three five zero.

Cockpit (12:50:09): Flight level three five zero Malaysian Three Seven Zero.

Cockpit (01:01:14): Malaysian Three Seven Zero maintaining level three five zero.

ATC (01:01:19): Malaysian Three Seven Zero.

Cockpit (01:07:55): Malaysian…Three Seven Zero maintaining level three five zero.

ATC (01:08:00): Malaysian Three Seven Zero.

ATC (01:19:24): Malaysian Three Seven Zero contact Ho Chi Minh 120 decimal 9 Good night.

Cockpit (01:19:29): Good Night Malaysian Three Seven Zero.

If You Want A Job Done….

The voice on the telephone sounded languid yet authoritative, but I didn’t hear too well what it said – partly because I was only half awake and partly because I was holding my phone upside down. I shuffled it around and mumbled hello.

“Are you there? I said my name’s Tony Parizeau, from Parizeau Forensics.”

“Tony Parizeau, gotcha.”

“You’re Johnny Green, aren’t you?”

“Yeah. That’s me.” I snuck a peak at my iPhone screen. It was 5.35am, not my best hour.

“Johnny, I’ve analysed the recordings: they’re edited.”

“You’ve edited the recordings?”

“No,” he snapped. “The recordings were…the recordings themself were edited…”

“Woe!” I interrupted. “Don’t tell me anymore over the phone. You better come here.”

“Where is here?”

I gave him the address of my place on Sicaria Avenue, and told him how he would find it.

“All right,” he said mildly. “I’ll be there in an hour.”

He hung up. I sprang out of bed, showered, shaved, and was chomping on my third piece of toast when the intercom buzzed.

“I’m Tony,” he said in a relatively monotone voice.

“Come on in.”

He was quite short. He wore a crumpled grey suit, a red scarf, a well-oiled head of black hair, a manilla folder, and a pair of brown eyes that looked at me as if I had just told him his pet dog died.

Tony sat at the table and I made him a cup of coffee. When I set the coffee down he had the manilla folder open before him. “Can I talk now?” he asked.

“Go ahead,” I said sitting opposite him with my iPhone recording.

“I can’t tell you why the recordings were edited, but in my opinion they most certainly were. I discovered at least four clear breaks in the audio that indicate edits to me.” Tony cleared his throat and continued. “The beginning and end of the recording are high-quality with a low noise floor, meaning ambient background noise is almost silent, unlike the middle.”

Tony selected an A4 page from the folder and handed it across the table to me. “At one minute fourteen,” he said, reading from the same page as I, “the tone of the recording changes to where to me it sounds like someone is holding a digital recorder up to a speaker, so it’s a microphone-to-speaker transfer of that information. That’s a pretty big deal because it raises the first red flag about there possibly being some editing.” He paused to sip his coffee.

Next Tony drew my attention to a three second snippet between the 2:06 and 2:09 mark. “I can hear noise in the room,” he said quietly, “along with the increase in the noise floor. I can hear a file door being shut; I can hear some papers being shuffled. Also, this whole section beginning at 1:14 continuing through 2:06 to 2:15, I’m sure it’s a digital recorder being held up to a speaker.”

“What did you make of those long gaps we discussed?” I said, looking up at Tony.

Tony glanced at his wristwatch. “The long gaps in the communication throughout the recording also imply some editing.” He took another sip of coffee. “There’s a huge edit at 6:17. The conversation is cut off. It’s interrupted. And the noise-floor tone changes again.” he said.

“Can you explain the noise floor thing to me, please?”

“Yes.” He straightened some papers and cleared his throat before settling his dark eyes upon me. “The noise floor, when you’re authenticating a recording from a forensic perspective, is a very important part of the process. Noise floor is defined as any signal other than the one being monitored. So background noise, basically. You can hear it at 4:07, you hear pages turning and a person breathing, which is unusual. I mean, it’s not uncommon for the background of a recording to change when a cockpit communication turns over from ground control to air controllers — which happened about four minutes into this recording — but that doesn’t explain the noises that are audible.”

I nodded.

He paused for a while and appeared to be studying me. “It’s not unusual that there would be clicks,” he said at last, “such as when they push the button on the microphone, but it’s very unusual to have a disturbance. Normally you wouldn’t have any background. Is this making sense to you?”

I assured him it was. I put it to him that a cut-off word also wouldn’t be out of the realm of possibility, surely.

Tony nodded. “It wouldn’t be unthinkable to have a truncated word because if somebody let go of the trigger on the microphone, it might cut off their word. But it would be very unusual to find a background differential at the same time, suggesting that Malaysian authorities or whoever presented this made edits for, well, I’m not exactly sure why.”

“Perhaps the pilot said something the government did not want leaked,” I suggested.

Tony agreed. “If the pilot dropped something they did not want going public, sure.”

I shrugged. “Maybe he said something that didn’t fit with the Malaysian Government’s party line.”

“Or,” he said, “it could be an inadvertent thing. But, I will say this: it’s a very sloppy way to handle evidence.”

There was a brief silence as my eyes scanned over his report. I could see the MH370 pilots in my imagination, illuminated by the cock-pit controls. Maybe one of them had an expression that was looking a little nervous, maybe not. “So no smoking guns,” I said quietly. “But there are edits and the edits are clear, yeah?”

“Yes, but the recordings have come from different sources,” he said earnestly. “You can assume that the recording while the plane’s still on the ground came from the tower and then you could assume that the communication with air controllers was switched while they’re in the air. As I said, my take is they’ve mishandled the cobbling process. It’s just plain sloppy or it could be part of a larger cover-up. That’s for people like you to decide.”

I leaned back and plucked an envelope off the breakfast bar. “Thanks Tony,” I said, sliding it across the table to him. “The jury will always be out on this one, even when that plane is found.”

Tony looked at the envelope, picked it up and slotted it into the inside pocket of his crumpled grey suit. “Of course, there’s dozens of issues, things that have to do with timelines and radar information that exists but for one reason or another the Malaysians are sitting on it all. It appears to be a covering up of something, but I had to base my findings on the sound recording that was presented to me.”

“I know that; they wouldn’t give over anything that would be enlightening,” I said in a dead-pan tone. “They’re sloppy not silly. But trying to nail down who exactly is screening the evidence before it’s made public is a problematic issue.”

“Considering a few hundred people are dead – presumed dead – purposefully covering up critical clues as to what happened is certainly a problematic issue.” Tony was just as dead-pan as I was.

We stood up. We gave each other those looks and shook hands. He went out.

###


MH370 – Dividing By Zero

MH370-everything-is-okay

QUESTION: Who was responsible for entertaining the false impression that MH370 sent a “ping” message every hour on the hour, regular as Big Ben, from the time it left the runway in Kuala Lumpur until its final complete “handshake” at 08:11?

Answer: The Malaysian Government.

Does this “false impression” matter much to the average Joe? Probably not, but it should and here’s why. It is part of a long chain of information dilution aimed at lulling the public back to sleep on the MH370 issue. Media continue to perpetuate this lullaby, no doubt, but it’s The Malaysian Government and all affiliated authorities who keeping rocking the cradle. Since day one, the grieving families, the general public, have been mollycoddled away from the truth – that is, the claim that Flight MH370 went South rests not on the weight of mathematics but on faith in authority.

What you’re about to see is the official ACARS (Aircraft Communications Addressing & Reporting System) details for flight MH370. The document is public, but it is quite a bit different from what the public imagine.

A Brief Summary Of The Summary

The official synopsis as reported across countless global news services since March 2014 –“After leaving Malaysian military radar coverage the plane turned South and flew over the Northern tip of Indonesia’s Sumatra Island before heading for the Southern reaches of the Indian Ocean off Australia’s Western coast”

How would The Malaysian Government know this if they were no longer able to track the aircraft?

Answer: The “ping” data.

Inmarsat, who provided the data, stated that final pings from MH370 at 08:11 and 08:19 indicated one of two aircraft trajectories: 1) the Southern Indian Ocean, or 2) North toward the Gulf of Thailand and the Bay of Bengal. They are on record as calling their own early interpretations of the data uncertain.

Then Inmarsat reportedly refined their calculations. The Doppler affect; a phenomenon that causes radio signals to be longer when the source is moving away from the receiver, shorter when it is moving toward the receiver.

The Inmarsat geo-stationary satellite hangs over the Southern Indian Ocean “shaking-hands” with an array of aircraft, including, apparently, MH370. Inmarsat calculated their satellite data and declared each one of the MH370 pings after 01:07 was shorter than the one before it. That would indicate the plane was moving toward the satellite’s geo-stationary point (the place on earth that is directly under the satellite). Inmarsat said it was so. The Malaysian Government released the report, but orchestrated public attention away from Inmarsat’s over-all findings towards less relevant detail. The newspapers, as Bob Dylan once sang: “They all went along for the ride.”

The Exchange Between MH370 & ACARS

  • Used to calculate the Doppler affect:

1. 00:30 ACARS Message
2. 00:41 Take-off
3. 00:43 ACARS Message
4. 00:55 ACARS Message
5. 01:07 ACARS Message

GAP – 1 hour gap in ACARS and Handshakes

6. 02:25 ACARS Message or Ping?
7. 02:27 ACARS Message or Ping?
8. 02:29 ACARS Message or Ping?

GAP – 1 hour gap in ACARS and Handshakes

9. 03:40 Hand-Shake Ping
10. 04:40 Hand-Shake Ping
11. 05:40 Hand-Shake Ping
12. 06:40 Hand-Shake Ping

GAP – 91 minute gap in ACARS and Handshakes

13. 08:11 Final complete Handshake Ping
14. 08:19 Final “partial” transmission (no Doppler yet)
15. 09:15 Final Ground Station attempt to shake (unsuccessful)

Break-It-Down

(1) 00:30 ACARS Message

  • Aircraft position on the runway immediately before flight (calibrates the total time delay bias).

(2) 00:41 Take-off

  • Exact NOC (Network Operation Centre) ground station location.

(3) 00:43 ACARS Message

  • Maps of the GPS integrated water vapor delay (small correction).

(4) 00:55 ACARS Message

  • Exact satellite location Vs time

These first 4 readings were generated by standard ACARS messages.

(5) 01:07 ACARS Message

  • GAP – 1 hour gap in ACARS and Handshakes (?)

(6) 02:25 ACARS Message or Ping?
(7) 02:27 ACARS Message or Ping?
(8) 02:29 ACARS Message or Ping?

  • GAP – 1 hour gap in ACARS and Handshakes (?)

(9) 03:40 Handshake Ping

  • The gap between 01:07 and 03:40 contained 3 emergency alerts initiated by the aircraft radio) around 02:25-02:29 containing engine data (whether this takes into account ambient pressure sensor data necessary for independent data analysis, Inmarsat won’t say. Privacy laws).

(10) 04:40 Handshake Ping
(11) 05:40 Handshake Ping
(12) 06:40 Handshake Ping

  • GAP – 91 minute gap in ACARS and Handshakes (?)

(13) 08:11 Final complete Handshake Ping

  • The 4 transmissions between 04:40 & 08:11 were Pings initiated from the NOC ground station.

(14) 08:19 Final “Partial” transmission (no Doppler yet)

  • The final “unexplained partial ping” transmission was not initiated by NOC and was not in-fact a ping. It was a 4th emergency alert generated by the aircraft.

(15) 09:15 Final Ground Station attempt to shake (unsuccessful)

Burst Frequency Offset Analysis

Inmarsat used a new kind of mathematical analysis to rule out a Northern route. What that “new kind” of math might be they didn’t say. Or if they did, The Malaysian Government surely didn’t pass it on.

Inmarsat-chart-MH370
What was released was a written report with an appendix that contained 3 diagrams. Diagram 2 appeared to sum up the case against the Northern route in one persuasive chart. The graph showed the predicted Doppler shift for a plane traveling a Northern route; another line showed the predicted Doppler shift for a plane flying a Southern route. A third line, that showed actual data received by Inmarsat, fitted the Southern route almost like a glove. It was enough to dismiss the Northern route altogether.

Using the charts and diagrams from the report, science-buffs around the globe threw themselves into reverse-engineering the Inmarsat data. It was generally believed to be possible to figure any number of feasible routes while double-checking the assertion that the plane did in fact fly South.

But as examiners drilled down into the sequence, they quickly realised something wide of the mark. The former commander of the US Air Force Rescue Coordination Center, Scott Morgan said, “There simply isn’t enough information in the report to reconstruct the original data. Consequently, we don’t know what Inmarsat’s assumptions are going into this.”

Mike Exner, a CEO from the remote sensing company Radiometrics Inc., came to the same conclusion. Using all available Inmarsat information, Mike was able to derive figures for the relative velocity between aircraft and satellite. But no matter how he stretched his vast mathematical know-how, he could not get his values to match those implied by Inmarsat. “Mine look like cartoons,” smiled Exner.

Even more disturbing, not one person who independently analysed the Inmarsat report has been able to figure out what kind of Northern route might yield the values shown in the report. According to Mike Exner’s analysis, there’s no more than a few percent of the total velocity value that varies. And yet the Inmarsat report shows a drastically different set of values between the Southern and Northern routes. “Actually, neither predicted route makes much sense,” Exner concluded.

Hans Kruse, a professor of telecommunications systems at Ohio University, said, “It’s really impossible to reproduce what the Inmarsat folks claim and therefore impossible to validate their assertion which rules out a Northern route.”

Is this Inmarsat’s fault? Make no mistake, Inmarsat engineers are commonly regarded as top-shelf, models of precision in a profession that is almost neurotic about its attention to detail. But their work has been passed onto the media via The Malaysian Government, whose consistent inconsistency and lack of transparency has from the go-get eroded public confidence. The Inmarsat report appears to have been abridged in such a way as to make it impossible for anyone to independently assess its claims. Given that the report was supposed to explain to grieving family members Inmarsat’s amazing conclusion, it has, in-fact, had the opposite effect. Instead of clarity and trustworthiness, it has succeeded only in adding yet another layer of mud.

Of course, Inmarsat has done themselves no favours by refusing to answer repeated requests for a clarification of their methods. To date, not enough information has been provided for the public to assess the validity of Inmarsat methods. The company remains tight lipped behind a barrier of customer confidentiality agreements and various US laws that restrict the release of information about sensitive technologies. The Malaysian Government continues to play a “tell them only as much as we need them to know” game in a similar way.

One is forced to wonder who is pulling the strings.

Did You Say, “Conspiracy Theory?”

Look again at the Inmarsat Ping data again. After the 01:07 ACARS message there is over a 1 hour gap in satellite relations. One hour and eighteen minutes later comes the first of four emergency pings 02:25, 02:27, 02:29, followed by a gap of one hour and eleven minutes before the 03:40 ACARS message. A total time lapse of two hours and thirty three minutes in “normal” satellite relations. Clockwork communications followed from 03:40 til 06:40 when a 91 minute gap occurs.

Inmarsat never questioned whether the pings were originating from MH370; each aircraft communication system generates a unique ping identified with that particular aircraft, so why would they? The Comsat (Communication Satellite) link was where Inmarsat said it was…but that does not mean the plane itself was. Comsat links are small devices. Two such units might easily be interchanged. Alternatively, any programmable device can be reprogrammed or cloned to mimic the hand-shaking device found on MH370. Such a device could easily be loaded onto a “private jet” and flown along the flight path that investigators believe MH370 traveled. No one – certainly not Inmarsat – could ever tell whether the plane that left those signals behind was MH370 or another aircraft.

THEORY #112:

MH370 went North and was shot down by India over The Bay of Bengal, where “wreckage” was found…(but led to nothing, just like the official search of likely impact zones West of Perth led to nothing). “Whoops,” said India, “sorry.” To avoid an international incident G20 scrambled a jet with a clone of the Comsat device aboard to trick the geo-stationary satellite into believing MH370 was flying to its doom in the Southern Indian Ocean. When the jet reached the deepest part of the ocean it had only to turn the Comsat link off to suggest MH370 had crashed. Such a jet could then divert to, say, The Royal Australian Air Force Base Pearce, located just North of Perth, for a routine refueling and a cup-of-java before finally heading home – “I’m back honey. Boy, what a night.”

Theory #112 and the ones involving Diego Garcia, found its way into the public domain thru Twitter. It was spawned by the “ping” data gaps. To some people, it makes more sense than a “hi-jacker” diverting a plane to no-mans land. A suicider might do that but not a hi-jacker. It makes more sense than 239 people dying from a catastrophic accident and the plane diverting itself down the Southern arc until it runs out of fuel and crashes into the sea without a trace.

How ridiculous.

DAY 63:

Now, with the search for surface debris over and the mystery of MH370 looking more impenetrable by the minute, I’m afraid it’s not a conspiracy theory that needs to be debunked anymore, it’s the “official story.”

###


MH370 – All I Have Is A Voice To Undo The Lie

S-shape radar pix2
Mister Peter Swerling is a retired US Naval Flight Captain with an impressive CV: BACH Degree in Aerospace Engineering, MS Degree in Ocean Engineering, PRO Mechanical Engineer (PE), screened for Aviation Command, Executive Officer of 1st Reserve Patrol Squadron P-3C Update III, and Commanding Officer Reserve Patrol Squadron Augment Unit (VPSAU). Mr. Swerling is baffled by the Perth S-shaped phenomenon. In the absence of any credible explanation from The Australian Military, Mr. Swerling agreed to flesh out a conceivable rationale from his home near Florida Atlantic University.

JG: Peter Swerling, looking at Google Earth and transposing from the weather map to the real map, the strange S-shape seems much closer than it first appears.

SWERLING: I put it at 10.8 miles West of the Western tip of Rottnest Island. The formula for the distance of the horizon is D = 1.17 x SQRT (Height of Observer) so the phenomena could have been seen from 222ft above ground.

JG: On Rottnest Island?

SWERLING: Correct. As you say, much closer than one would think just from looking at the radar map.

JG: So anyone on Rottnest Island who looked West could have seen this S-shape formation?

SWERLING: Yes, providing it was cloud, which would then place it far above the water’s surface, say 10000ft or more. A surface based observer would be able to see those cloud tops much further away than the horizon. However, the Australian weather service ruled out any clouds in the area at that time so it had to be something else that reflects electromagnetic energy, like particle clumping or even a fake signal.

JG: With regards to particle clumping some people have suggested silver foil strips, a fuel dump or an explosion.

SWERLING: Right – I still don’t see why that type of S-shape pattern, which is obviously artificially generated, would be any better than just a fake irregular shape.

JG: Could the S-shape have been caused by some electrical glitch located in the vicinity of the receiving antenna, or the computer processing equipment associated with the radar display?

SWERLING: If it was an anomaly, the cause might be a type of electromagnetic interference from other electrical equipment that perhaps wasn’t grounded and somehow enabled a leading voltage or current to get in the processing equipment. However, this type of problem wouldn’t go away until it was repaired, and that doesn’t seem to be the case here.

JG: Or it was a fake signal?

SWERLING: If it was a fake, then it must have been created by some type of digital transmission on the weather radar frequency, a simulated echo return at varying times and density so that the pattern appeared like it did. If it was a purposely generated ECM type jamming signal, well, it gets me back to my previous point: I don’t see how the S-shape can be of any advantage.

JG: So what do you think it was?

SWERLING: Well, the only thing that I can imagine is some type of ECM jamming signal or blanketing signal that’s interfered with the weather radar. That isn’t impossible, but I am sure the Australian Military would not want to be overt about that unless someone wasn’t thinking. But again, the S-shape shown on the screen is so artificial looking that it wouldn’t even be effective as a decoy or jamming signal because as soon as you saw it you would know your signal was being jammed. If there is general broadband jamming, it just takes out the entire radar plot and you go blind and can’t discriminate targets or know what is going on.

JG: Peter Swerling, have you ever seen anything like this?

SWERLING: I flew for 25 years in maritime patrol aircraft whose mission was Search Visual and Acoustic Radar. In that entire time I never saw an S-shaped pattern, or even heard about one in the radar training courses I took, nor did I ever see a screen pattern displayed as a result of a system failure.

JG: It’s possible, though, isn’t it, with “Digital Processing”?

SWERLING: Oh, sure. I know that there are a lot of things that can be done, but I don’t understand what creating this type of pattern would do that would be tactically helpful. That doesn’t mean it wasn’t created by a group of Australian ships or aircraft operating in this area, I just don’t understand how it was done or why it would have a significant tactical purpose.”

To conclude, Peter showed me some images of “Perth Canyon.” This is a submarine canyon located on the edge of the continental shelf just off the coast of Rottnest Island. It is similar in dimensions to the Grand Canyon and is a part of the training ground used by the Royal Australian Navy Submarine Service. Peter told me that in 2006, the Oceanographic research ship Southern Surveyor, discovered a vortex in the waters above Perth Canyon. At 120 miles in diameter and 3300ft deep the vortex was visible from space.

SWERLING: The curious thing is that when you super-impose the S-shape radar image over the top of a Google Maps image of Perth Canyon, it generally fits the shape of the canyon on the sea bed.

Perth Canyon Animated
JG
: Yes, it does. Could something natural be emanating from this area?

SWERLING: It’s not impossible, but I think we would have seen this phenomenon once before now. Also, if it were something natural, I don’t know why the Australian Military would claim responsibility for it.

###


MH370 – “S” Is For Coincidence

S-shape radar pix
Wednesday 12 Feb 2014, 6:16pm AEDT

A strange S-shaped formation appeared on weather bureau radar 20 miles west of Rottnest off the West Australian coast. After checking the satellite, the bureau’s Neil Bennett ruled out the phenomenon being caused by cloud.

“The radar that the bureau uses is there for the detection of precipitation. It’s basically just a beam going out and hitting the rain droplets or ice particles from hail.

“There’s no cloud, there’s nothing to produce a rain echo…which we do see a lot, but not this particular shape,” he said. “They don’t take on S shapes and things like that.

The ABC news who initially reported on this occurrence asked the Department of Defense whether there were any military operations off the coast which may have interfered with radar activity.

The Defense Department took 24 hours to reply.

Thursday 13 Feb 2014, 8:15pm AEDT

The Australian Department of Defense confirmed that the strange S-shaped phenomenon which appeared on the weather bureau radar off the West Australian coast was caused by a military exercise.

A spokesman for the Department of Defense said in a statement that the exercise was a regular training activity involving ships and aircraft designed to prepare a Navy warship for an operational deployment.

“The environmental conditions over the West Australian coast at the time of the activity provided a unique opportunity for this routine activity to be visible on the weather radar display,” he said, concluding: “This exercise is ongoing.”

Rottnest Island is 7 miles wide, a small blip in comparison to the S-shape. If the shape was produced by a “military exercise” what the heck are they (whoever?) doing off the coast of Western Australia?

Scalpel…

Something unusual happened here, something “real” rather than an illusion caused by any radar glitch. Reporters did probe for greater depth to the military response, but it was not forthcoming. As with all military testimonials, it is dirt common to waiver any obligation of disclosure by simply answering with suitable spin (e.g. ye olde non-denial denial, misdirection and diversion, phrasing in a way that assumes unproven truths or avoids the question all together).

Let’s dissect what was said:

  • What caused the strange S-shaped phenomenon? – “A military exercise.”

This avoids the question all together; it’s a nothing answer. It’s comparable to the Athenians of ancient Greece who upon witnessing a solar eclipse asked, “What caused this strange phenomenon?” Answer: Angry gods. These days we know the answer. If the military would allow independent scientific analysis of what caused the strange S-shaped phenomenon, we’d have an answer for that too. But the military can simply wave all that away by saying, “The purpose of this particular exercise is classified and disclosure is not in the national interest.” What we do know is the purpose of a military exercise is to explore the effects of warfare or test strategies without actual combat. It is then reasonable to believe that the strange S-shape is connected to warfare.

  • “The exercise is a regular training activity involving ships and aircraft designed to prepare a Navy warship for an operational deployment.”

This embellishment does nothing to further the response to the original question: “What caused the strange S-shaped phenomenon?” Here the question is avoided by talking not about “the exercise” (which caused the S-shape), but by shifting the focus to this “regular training activity.” Regular, as in normal, standard, ordinary (e.g. nothing to worry about). “The exercise is…designed to prepare a Navy warship for an operational deployment.” How an “exercise” that produces a “strange S-shaped phenomenon” (over 30 miles long, incidentally) can prepare a Navy warship for an operational deployment, personally, makes me want to bang drums and symbols and shot arrows skywards to scare the dragon away. Furthermore, if this exercise is “regular” why has the irregular S-shape never been picked up on radar before?

  • “The environmental conditions over the West Australian coast at the time of the activity provided a unique opportunity for this routine activity to be visible on the weather radar display.”

What environmental conditions? “No cloud” as Neil Bennet stated. “Nothing to produce a rain echo.” Therefore, these perfect conditions “provided a unique opportunity for this routine activity to be visible on the weather radar display.” Where did this response come from, a Hardy Boy’s mystery? It’s an insult, as too is the second mention of this exercise/activity being nothing but “routine.” If the activity is routine, why is it classified? More to the point, what was the routine activity that produced this S-shape phenomenon?

  • “This exercise is ongoing.”

Firstly, if this is ongoing, why haven’t we witnessed this S-shape phenomenon before or since? Secondly, was the exercise ongoing when flight MH370 entered the Indian Ocean 2000 miles from where this “routine activity” took place? Thirdly, why did Garden Island radar, the main naval base on the West coast of Australia, 3 miles off the Western Australian coast, 56 minutes from Perth city, fail to detect a large Boeing-777 in its waters on March 8 2014?

From The Conservative Dark

The city of Mandurah in Western Australia lies approximately 45 miles South from Perth. It houses around 83,000 people.

Shortly before dawn on FEB 12 2014, one of them, a fisherman who wants to be known as Peter, was about 20 miles off-shore preparing to cast a net (no pun intended). Peter noticed something flicker in his periphery. He looked up and saw what he described as “…an eerie light show.”

Grabbing his camera, Peter managed to capture images of the light which he said moved and changed colours before disappearing with the sunrise. Peter believes what he saw was a UFO. “An unidentified flying object, yep! After nine years of fishing I’ve never seen anything move like it.”MadurahUFOThe strange sight preceded the release of the Bureau of Meteorology radar picture and the strange S-shaped phenomenon West of Rottnest Island.

We know The Bureau’s Neil Bennet ruled out the phenomenon being caused by precipitation. One unconfirmed source suggested the formation may have been caused by radar picking up condensation from an aircraft fuel dump during military exercises. However, the source did concede, “It wouldn’t have been over 30 miles long.”

Retired astronomer Ralph Martin said it was “hard to say” what caused either the strange light or the radar picture.

“The vast majority of these reports [strange lights] have reasonable explanations,” he said. “They’re usually either astronomical objects or aircraft. But we can’t explain them all.”

The Mandurah lights rank amongst those unexplained.

###


MH370 – Judgment Is A Negative Frequency

JungianFunctions
There is currently a contentious debate concerning whether people’s fascination with the MH370 story are symptoms of a mental disorder, if mental disorders are a consequence of the MH370 story, or if people with mental disorders are especially susceptible to or even looking for the type of experience induced by the MH370 story.

Apophenia is the assertion fuelling said debate, a state-of-mind that presupposes all MH370 fanatics (especially at this stage of the tragedy) are obsessed by the spontaneous perception of connections and meaningfulness of unrelated phenomena surrounding this mystery. This tendency is closely linked to psychosis and in turn creativity, to the point where apophenia and creativity are seen as two sides of the same coin.

It is true, someone prone to apophenia might suspect he or she is being watched or spoken about, might feel the object of eavesdropping or the sense of being followed by strangers. But sometimes two wrongs do make a right, and simply because a person is apophenic doesn’t mean their suspicions are wrong.

By contrast, a synchronicity is when two seemingly random events occur at the same time, creating the sensation that there is a direct connection between the two events. If you think synchronicity sounds a lot like apophenia, you’re not far wrong. Perception is perhaps the key to the difference. For example, Doctor Carl Jung was sitting in his consultation room one day analysing a patient’s dream. This dream was about an Egyptian scarab beetle. Presently, the two were distracted by a light rapping at the window. When Dr. Jung went to investigate he found on the sill an Egyptian scarab beetle. In Switzerland! It was absolutely uncanny. Dr. Jung intuitively understood that there was something very powerful about the lining up of these two events, the telling of the dream about a scarab and the bizarre appearance of a scarab thousands of miles from where it ought to have been.

A doctor who erred on the side of logic would have used said logic to dismiss any perception of a connection, while Dr. Jung remained open to and fascinated by the opportunity to look more deeply into one’s own existence.

And so, dear reader, as we dig evermore deeply into the disappearance of flight MH370, I encourage you to think of apophenia as Darth Vadar and Obi-Wan Kenobi as synchronicity, both over-looking the same remarkable force but from two very different points of reference.

###


MH370 – The UFO Theory. . .

UFO-MH370
Of all the conspiracy theories, the ones involving “flying saucers” – indeed, unidentified flying objects – especially require a willing suspension of disbelief. A mere suggestion of “little green men” is enough to send the average skeptic or Fox News cynic into orbit. “UFO? Yeah, right, thanks ET!” Often, such distrust of UFO stories is warranted, but dismissive thinking can quickly turn an open-mind into a closed one. Soon the erudite with a solid hypothesis gets tossed in the same bin with the abducted and probed trailer trash, dare I say, before you can think about it – “Well, there’s five minutes of my life I’ll never get back.”

Perhaps it’s because any extra-terrestrial incident is difficult if not impossible to prove. The amount of first person accounts, film and photographic evidence, has reached a point of haemorrhage that no amount of real Vs fake debate could ever silence or debunk.

Debate always deteriorates into a battle of cognitive estrangement, pitting one person’s lack of knowledge against another’s ignorance to bring about a suspension of disbelief. That was not Samuel Taylor Coleridge’s intention when he coined the phrase in 1817. Coleridge placed the onus to induce a willing suspension of disbelief upon the writer whose job it was to infuse a narrative full of “human interest and a semblance of truth” so a reader could suspend judgement concerning the improbability of the tale. But as the digital age has bloomed, suspension of disbelief is now used loosely, and the onus has shifted so the burden is upon the reader, rather than the writer, to achieve the suspension.

It is then with some trepidation that I present to you, dear reader, this particular thread of the MH370 story that involves alien hijacking. It is presented as a report and in the spirit of equality and fairness to all opinions and theories great and small. That said, I can assure you that other out-of-this-world-theories concerning black-holes, an electrical vortex, time travel, meteors, or MH370 flying to the moon will not be fleshed out in any article bearing my name. This is 96 Rosevale Place not Area 51. I have dismissed more theories than Mulder & Skully writing this article, mainly because the theories tested my own suspension of disbelief. When a counter-theory fails to create even so much as the possibility of a secondary belief, when one is forced to make a conscious effort to suspend disbelief, it is my advice to give up on that theory all together.

This alien abduction theory grew out of the peculiar radar data recorded by the Malaysian military as MH370 tracked across its airspace. The data showed our Boeing 777 climbing to 45000 feet when it disappeared, well above the approved altitude limit for this type of aircraft. The radar track, which the Malaysian government has not released but assures us has been made available to the United States and China, shows us that the plane then descended unevenly to 23000 feet, below normal cruising levels, as it approached the densely populated island of Penang.

According to a senior American official briefed on the investigation, when officials examined data transmitted from the plane’s Rolls-Royce engines, they didn’t know what to make of it. The data pointed to the plane descending 40000 feet in the span of a minute. Investigators did not believe the readings were accurate because the aircraft would most likely have taken much longer to fall such a distance.

“We just can’t place a lot of stock in the altitude data sent from the engines,” one official said. “A lot of this just doesn’t make sense.”

At 01:19MYT, March 8 2014, two minutes before flight MH370 stopped making sense, an unidentified flying object was preparing to connect itself to the top of the Boeing 777, flying now just a few metres below the belly of said unidentified craft. At 01:21 the UFO smoothly and successfully initiated the mid-air docking. In the space of an irregular heart-beat, communication on board MH370 stopped. The hijacked plane was now under the control of the UFO and they flew as one combined craft. It climbed sharply to 45000ft causing the 239 passengers to experience grey-out or G-LOC, even death. Then at a force in excess of 6g the UFO initiated a quick 180 degree manoeuvre West, lunging into a 40000 foot dive that took less than a minute. As the UFO approached the densely populated island of Penang, oxygen starved passengers experienced the side-effects of persistent negative g, including red-out, blindness, and cardiac arrest, all while the UFO calmly zigzagged in real time between 29500ft and 23000ft, following aviation corridors N571 and P628.

The UFO pierced the Boeing’s ceiling with a large access funnel. Its crew boarded flight MH370 and commenced a transfer of all passengers to their craft. A significant amount of cargo, including 2453 tonnes of lithium ion batteries and 4566 tonnes of mangosteens, was also transferred.

At the same time this procedure was taking place, the heart rate of Air Traffic Controllers in Ho Chi Minh City was fast approaching fever pitch. Not only had MH370 failed to contact tower as it entered their airspace, the plane had completely vanished from radar. ATC contacted flight MH38. En route to Narita Japan MH38 was requested to attempt contact with MH370. The Captain complied and did briefly establish a connection with the missing plane. However, they reported the exchange as making little sense; “Mumbling and static is all I heard.” Unbeknown to the Captain, he had been communicating with a UFO crew member. The mumbling he heard translated to, “Your leader’s lie.” The contact ended abruptly when the crew member, apparently losing interest, scrambled the last connection MH370 had with the outside world.

The UFO flew on and the transfer of passengers and cargo continued for some time. The Boeing 777 continued to transmit its “ping” data to Inmarsat satellites normally.

At approximately 08:10 the UFO mission was complete and it was time to eject MH370 from its underbelly. Their position was approximately 2000 miles off the West coast of Australia. The UFO hovered 100 metres above the white capped waves of the Indian Ocean using control skills vaguely comparable to a helicopter. The Boeing 777 started to rotate, nose first, quickly and evenly 90 degrees until it hung by its tail pointing directly at the ocean. The twin Rolls Royce engines, wound down to an idle, transmitted their final “partial handshake” to satellite communications. Moments after 08:19, the engines stopped. The UFO released the Boeing 777 and it dropped a few metres into the ocean. It sank intact.

The UFO crew returned its consignment to base and was congratulated on another successful operation.

Military radar in Malaysia, Thailand, China, India, Diego Garcia and Alice Springs Australia had, in part or whole, monitored the journey of the combined craft from its first disappearance to its last moment. They witnessed everything.

Initially, Malaysia had scrambled two Sukhoi Su-30MKM military jets and one BAE Hawk to intercept the UFO and plane. Sukhoi-1 fired upon the UFO on contact. Fire was returned and the jet destroyed. It crashed into the Gulf of Thailand (this is the oil slick reported during the initial search for flight MH370). Sukhoi-2 engaged the UFO and was instantly destroyed. An oil rig worker on the Songa Mercur drilling platform on the south-eastern shore of Vietnam saw a burning object high in the sky and reported it to Vietnamese and Malaysian authorities. He had unknowingly witnessed the destruction of Sukhoi-2. The BAE Hawk was ordered to disengage and return to base, which it did (the pilot subjected to an extended debriefing).

News of the situation was passed along in real time up the chain of command as events unfolded. It reached the Pentagon and Washington in minutes. The order was sent: “Monitor without engagement.” The G20 Nations and associated military personnel were notified; splinter groups immediately set about debating a damage control strategy. Evidence was immediately classified SAP and a counter theory was hastily agreed upon. The incident was still being anxiously monitored at 06:15. With the plane due to land at Beijing airport at 06:30 authorities had little choice but to initiate the pretense of a search and rescue operation. At 07:24 when Malaysian Airlines first broadcast news of the planes disappearance, G20 nuclear defense systems had been poised on code-red stand-by for five straight hours. No one knew what the UFO would do next. After the hijacked plane was dropped into The Indian Ocean, the UFO departed earth’s borders at speeds in excess of Mach3. G20 member’s breathed a collective sigh of relief. Their focus turned immediately to “the official story,” which at 08:30 was still being recalibrated to all four corners of the globe.

May 2014:

Malaysia releases a preliminary report on flight MH370 to the public. The Graphics on CNN read: “BREAKING NEWSThere is no new information in the disappearance of flight MH370.”

The five-page report (the length of which speaks volumes) was earlier submitted to the International Civil Aviation Organisation (ICAO) and contained no new information. It was essentially a recap of the manufactured truth that was engineered whilst the hijacking was still in progress.

In a half-truth statement that all politicians are universally recognised for, Malaysian Prime Minister Datuk Seri Najib Razak stated that, “As long as the release of a particular piece of information does not hamper the investigation or the search operation, in the interests of openness and transparency, the information should be made public” – (code for: why this report is only five-pages long).

The report details a lot of confusion in the initial hours after the plane went missing. (That’s because there was; more than the world could ever possibly know.)

The audio recordings of conversations between the cockpit of MH370 and Kuala Lumpur air traffic control were released (just to show the world how normal things were in the hour before the alien abduction).

All lack of appropriate emergency response between 01:21 and 01:38, then afterwards til 06:14 is blamed on the ineptitude of ATC underlings. (The “information” uses Malaysian and Vietnamese ATC as scapegoats, sexing up their incompetence to explain why it took authorities four hours from the last official contact with the aircraft to initiate search and rescue operations. That would be the four hours where the military-might of earth collectively held their breath and watched the alien spectacle unfolding before their helpless eyes.)

Malaysia Airlines chief executive Ahmad Jauhari Yahya advised families of MH370 to read the report then go home and wait there for any updates on the fate of their loved ones. Support centres in Kuala Lumpur closed.

The search for MH370 wreckage came and went without one fragment of the Boeing 777 being found. Aircrews who participated in the search called an official end to their large-scale operation, and posed for a photo at the Royal Australian Air Force Base Pearce, located north of Perth (it was a “Top Gun” moment).

Journalists across the globe describe the entire episode as extraordinary! The greatest mystery in aviation history eludes explanation in spite of the enormous effort made in the far reaches of the Indian Ocean.

Australian Prime Minister Tony Abbott announces that efforts would now shift away from the visual searches conducted by planes and ships and towards underwater equipment capable of scouring the ocean floor with sophisticated sensors. “We will do everything we humanly can, everything we reasonably can, to solve this mystery,” he said in Canberra, adding that, “It is possible, however, that nothing will ever be found of the jetliner.”

Let’s Keep It That Way.

The G20 Nations and associated military personnel reconvened to map out a way forward for the highly classified MH370 military/defense project. Looking forward, the group approved collateral controls, all stringent investigative and adjudicative requirements, specialised nondisclosure agreements were drafted, special terminology and markings agreed upon, exclusion from standard contract investigations were managed, and a centralised billet system implemented. It was unanimously agreed upon that no project modification could be initiated or terminated outside of the G20 department or agency.

Time was on their side. The harsh winter conditions quickly settling into the Southern parts of the Indian Ocean would be used to postpone the underwater search til Spring or Summer. An ongoing search would include periodic interruptions and be drawn out over 3 years. The families of MH370 would heal. The world would all but forget.

But at a time of their choosing, the plane wreckage will be “discovered.” Submersible vehicles will capture murky pictures and ghostly footage of the plane; carefully selected and purposely angled images will be approved for media release. The curious world will view the missing plane images with a mixture of awe and terror. Conspiracy theories will rise and fall. Predictable media questions will be sensibly answered.

STATEMENT: “It is unlikely that salvage operations to recover MH370 will be initiated. There are a number of reasons for this decision, none more significant than this being the final resting place of 239 souls. People who had family and friends, all of whom have suffered a long, lonely grieving process during these difficult intervening years of what has been the longest, most expensive and intensive search in aviation history. Our prayers and thoughts are with them. So while it is of scientific and popular interest to salvage the plane, the moral reason to leave MH370 where it rests is indisputable.”

News polls are conducted: Out of respect for the families of the 239 people aboard flight MH370, should the plane be left where it is? 89% of people say YES and just 11% say NO.

The “grave-site” issue remains the elephant in the room while the situation turns to a money Vs result issue. Yes, MH370 can be salvaged but it would cost a trillion dollars. It’s 5 miles deep, existing equipment is unproven, water pressure is brutal, the temperature extremely cold. It’s of more use where it is. It’s a perfect place for scientists to test new technology at a great depth, to find out how new machines do and do not respond at such depths. The Black-Box can be recovered from where it lies and the wreckage studied more effectively than if it were brought to the surface.

Then, one day, another plane disappears.

The G20 Secretary of State calls the Secretary of Defense who contacts the Secretary of Energy who passes onto the Secretary of Homeland Security news that the Attorney General and the Director of National Intelligence describe as timely.

Over lunch one day, the Deputy Secretary of State is reading the official transcript of MH370’s Black-Box. He looks up across the table to the Deputy Secretary of Defense who is reading the same report. He exhales a long steady breath from between his immaculate dentures and smiles.

The Deputy Secretary of Defense returns the smile. “They did it,” he whispers.

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