Category Archives: MH370 Least We Forget

MH370 – JORN Radar Lights On But No-one’s Home

LCD monitor

We know The Malaysian Air Force tracked MH370 (which at the time was an unidentified aircraft on their radar) for approximately 40 minutes. But it took authorities 72 hours to report they had tracked the aircraft over the Strait of Malacca at around 02:15. Any theory, except for a disoriented crew, of why flight MH370 was heading in that direction has either not yet been released or is a matter of speculation.

One thing is clear, according to aviation expert David Learmount, who said of the Malaysian sighting: “Clearly they have let an unidentified aircraft pass thru Malaysian sovereign territory without bothering to identify it.”

Regrettably, that is normal. On March 8, as far as we know, the plane was tracked by primary Air Defence Radars turning left and heading out over the Malacca Strait on a West x North/West heading. There was no distress call issued or received from MH370. Therefore, conditions were normal.

Anthony Rumsford, an Airbus A380 Captain with Emirates said, “At the time there was probably no operator actually following the flight.” He stated that countries like Malaysia and Thailand [who also tracked the aircraft] do not maintain a rapid response air defense posture unless it is considered either necessary or during a military exercise. “Most pilots have concluded MH370’s track was probably determined by Malaysia checking its records after the fact.”

Approximately 1 hour after MH370 turned West, and flew out of primary radar range, we know the aircraft was deliberately turned South and into the Indian Ocean.

According to Inmarsat data, the last fix on MH370 occurred within 30 minutes of when it would have ran out of fuel. That final fix is somewhere thousands of miles off the coast of Western Australia. Authorities are planning a second search of that “somewhere out there” because they are convinced MH370 lies at the bottom of the Indian Ocean…somewhere.

Over three months on many people are unconvinced that scenario is true. In an uncomfortable limbo between what is evidence and what is speculation, new media is asking why if MH370 flew on for several hours, deep into the Southern Indian Ocean, why was it not picked up by The Australian Jindalee over the horizon (JORN) radar?

The fact is it may well have been. Or, as David Learmount said: “Maybe Australia’s defenses, like their Malaysian counterparts, are not what they are cracked up to be. And maybe they wouldn’t want the rest of the world to know that.”

The RAAF website confirms that “JORN is not resourced or tasked to conduct surveillance operations 24-hours-a-day 7-days-a-week.” JORN’s peacetime use is focused on searching for objects that the system has been designed to detect, however, that system still needs to be steered and most importantly, turned on. Resources do not always allow that.

Perhaps Australia does have a lot in common with Malaysia and Thailand when it comes to peace-time military operations.

Asked in March whether Australia had picked up any signals consistent with MH370 via JORN an Australian Defense Department spokesman said it “won’t be providing comment” on any aspect of the military surveillance system.

The Australian Government was slightly more co-operative. Australian Foreign Affairs Minister Julie Bishop stated on March 19 that Defense would not be withholding any information from authorities regarding MH370, but stopped short of saying whether Australia had infact anything to share, JORN or otherwise.

In reply to a letter on The Herald website dated May 21st, former defence reporter Peter La Franchi wrote, “In September 1999 the Defence Department showed journalists [including La Franchi] thru both the JORN radar station in Laverton and the central control station in Adelaide.”

La Franchi witnessed aircraft movements over East Timor and took note of the axis range to the left of the radar controller screen. It confirmed JORN had a range of “Twelve thousand, three hundred kilometres, with radar returns being evidenced at that distance.” Elsewhere, La Franchi wrote that JORN’s left lobe looks directly to the Northwest Indian Ocean, monitoring any approaches into Australia’s Island Territories. He wrote: “If as Defence has claimed, in statements to a number of media on 17-18 March 2014, that JORN was monitoring the northwest shelf area out to the island territories, then the left lobe was clearly switched on.”

In an attempt to cite those March 17-18 sources, 96 Rosevale Place contacted Peter La Franchi for more information, but to date he has remained – as does Australia’s Defense Department – unavailable for comment.

Whether or not any part of JORN tracked MH370 may never be known. But as Peter La Franchi, a former defence journalist with eight years experience would attest, the notion of most countries military on alert status 24 hours a day is a “TOP GUN” illusion. With the exception of possibly America, no government could sustain such an ongoing cost. For a five minute alert to be possible a fighter aircraft must be prepped and fuelled and the pilot(s) sitting in their flight gear, within 50 metres of the aircraft. That is the obligatory Defence status when imminent attack is detected OR a pre-arranged air defense exercise in being conducted. No monitoring is conducted without a good reason, and the conditions of March 8 2014, a normal moonless night bearing no indicators of a looming catastrophe, were not a good reason.

Mr. John Blaxland of the Australian National University’s strategic and defense studies centre conceded that the JORN system would have needed prior warning in order to program and look for MH370 in advance.

However, he was confident that experts would be scrutinising any data from the JORN system and that the Australian Government was being transparent about their level of co-operation with all parties involved in the search for flight MH370.

“I hope they find something,” said Mr. Blaxland. “I think there would be a remote chance that [JORN] may have picked up the plane.”

To date, however, MH370 was last seen on Malaysian radar well after midnight and on a weekend. For the 239 souls aboard and their families it is way beyond unfortunate to imagine no visual radar monitoring was occurring in real time. In turn, that strongly suggests that both RMAF and RAAF pilots were all safely tucked into bed when MH370 was flying off…somewhere…into aviation history.

…maintain the rage…



MH370 – Control: More Important Than One Airplane and a Handful of People

I will never forget MH370
On March 9, 2014, I along with so many others wrote the following lead-in for the MH370 story: “Malaysia Airlines Flight 370, 777-200ER registered 9M-MRO, carrying 227 passengers and 12 crew, en route from Kuala Lumpur to Beijing was reported missing today. Air Traffic Control’s last reported coordinates for the aircraft were over the South China Sea at 6ᵒ55’15”N 103ᵒ34’43”E – A search for the aircraft began approximately four hours after it disappeared.”

June 8 2014 marks 3 months since that was written, and what is remarkable is that the aforementioned paragraph, approximately twelve weeks or 90 days old, to date is still the most reliable information the general public has on the missing flight. The incident summary still reads “missing” and the site still reads “unknown.” The information authorities are choosing to share with the public conveys the message that after analysis of all available satellite data, it is assumed “beyond reasonable doubt” that the plane was lost and there were no survivors. “Assumed” because, 3 months on not a shred of evidence has turned up to indicate otherwise. Incredible, but apparently true.

If the analysis of satellite “hand-shakes” initiated by the aircraft on an automated basis to an Inmarsat satellite is correct, MH370 flew South from a point North-West of the Strait of Malacca into the Indian Ocean, and somewhere to the West or North-West of Perth, its fuel ran out and it crashed some 2000 miles out to sea. We know the ensuing and unprecedented international search involved dozens of planes and boats scouring search areas that constantly shifted as new information, hypotheses and analysis came in. In spite of that the search was unsuccessful.

Yes “somehow” a Boeing 777-200 (currently worth around 260MM a piece) with a wing span almost as wide as its 64m length, somehow crashed into the deep Indian Ocean and left behind no evidence. Isn’t that just amazing?

After the strongest lead in the search, the early April acoustic pings detected off the coast of Western Australia, turned out to be a dead end, the search area was redefined to a vast 40,000sq mile arc of the Southern Indian Ocean approximately as large as the land mass of Tasmania.

Erik van Sebille, an oceanographer from the University of NSW, specialising in the waters surrounding Australia, has said the underwater search for MH370 will be incredibly difficult — and he is not optimistic of a successful outcome given where the effort currently stands. “It’s virtually impossible to find that plane if there’s not an extra lead,” Dr Van Sebille said.“If there’s no other lead…then I think we are in a pretty dire situation.”

By contrast, Air Chief Marshal Angus Houston told a special Four Corners report, “Over the next eight to 12 months, we will find the aircraft; we’ll find its final resting place.”

Meanwhile, in the land down-under, the Abbott government remains “committed to the search” for MH370 and understands the importance of trying to “resolve the mystery for the sake of the families and friends of those who have been lost.”

The opposition has offered bi-partisan support, with Labour Leader Bill Shorten adding that the mission was not being helped by the running commentary on the fate of the flight. “We’ve all been touched by the tragedy and the disappearance of MH370,” he told reporters. “What I think we need to do is have less running commentary and more letting the professionals get on with the job of trying to answer this terrible question.”

What Bill Shorten suggests is colorfully ambivalent and vaguely disturbing. It reminds people like me who have been following the MH370 story since day 1 why, 3 months down the track, so many questions remain unanswered.

The real reason to have “less of a running commentary” on MH370 is to preserve the system, of which Bill Shorten definitely subscribes to.

It has little to do with hindering what is certainly a criminal investigation. The architects of the crime are surely dead and will never be brought to justice. Any partners in said crime not aboard MH370 would have played aiding and abetting type of roles, and whether any case against them would be affected by answering questions and making information public is doubtful.

With-holding information has nothing to do with Malaysian law. There exist international agreements that automatically over-ride local laws, especially in the case of an international aviation incident.

Granted, revealing security arrangements or military secrets are another matter: All military is paranoid. Everything from satellite orbits, to image capture format to telemetry information is when discussing military space hardware classified. Same thing with military radar – no, not the concepts which are readily available in any modern radar textbook, I’m talking about the implementation specifics, deployment specifics and operating characteristics. For better or for worse, all that information is classified. Whether that status is justifiable is a debatable point, and one that won’t be resolved because of the disappearance of MH370.

That said, this paranoia behind “classified information” is the same paranoia that motivates all champions of the system to remain tight-lipped, and to encourage their constituency to do the same. Do your job, live your life and don’t ask questions. The system is in control. In the case of MH370, the 239 souls aboard and related family, clearly the system failed them. The secrecy surrounding the incident has everything to do with members of various establishments protecting their interests and maintaining the status quo. Regardless of the degree of incompetence and negligence on the part of Malaysia or the airline, withholding evidence sends a clear message: “We are in charge. You are underlings.” It is a provocation; go away and bury your head in the sand.

From a distance, gazing upon the lofty perspective of the system, it is plain to see that the issue of maintaining the appearance of control is of far greater importance than the loss of one airplane and a handful of people.

Three months on, it is abundantly clear now that a person or persons deliberately flew MH370 somewhere it was not supposed to go. As each day passes, it is becoming increasingly difficult for the authorities of the system to pretend they don’t know exactly who those persons were.

…maintain the rage….


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.


MH370 – Some Ping Happening Here

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

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.


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


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)


(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.

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
: 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?


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

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. . .

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.


MH370 – Freescale Semiconductor Theory


On March 8 2014, hi-tech company Freescale Semiconductor confirmed that twenty of its employees were aboard flight MH370, 12 of them were from Malaysia and 8 from China. Why this Group of Twenty was travelling together no one would say.

Freescale Semiconductor spokeswoman Jacey Zuniga said: “Out of respect for the families’ privacy during this difficult time, we will not be releasing the names of the employees who were on board the flight.”

Some journalists considered this behaviour odd and it made them suspicious. Was Interpol investigating the Freescale Group of Twenty? Interpol would neither confirm nor deny any investigation, and so the following questions remained unanswered:

  • What was the experience and technical background of the 20 Freescale employees on flight MH370?
  • Why were 20 Freescale employees travelling together?
    o   Were they on a picnic and if so what was the nature of the picnic?
  • Were these employees carrying any cargo with them?

Many weeks on, Freescale remained unwilling to provide any further information on the missing employees, persistently declining requests for details of their identities. In lieu of an answer, suspicion grew.

The Freescale Company that began operations in Texas in 1972 covering an eight hectare site remained tight-lipped. The designing for the manufacturing and testing of microprocessors went on. The digital signal processors and integrated radio frequency circuits rolled off their production line. The modern Malay facility continued to manufacture and test integrated circuits from their base in Petaling Jaya.

When it was discovered that Freescale’s “other” company, Freescale RF, was involved in creating solutions for Aerospace and Defence as listed –

  1. Battlefield communication
  2. Avionics
  3. HF Radar – Band L- and S-
  4. Missile Guidance
  5. Electronic Warfare
  6. Identification, friend or foe (IFF) –

The half truth, half suggestion, that the 20 employees were travelling to China with classified information about or for secure Chinese made processors and military grade operating systems began to spread across the internet. This counter-theory snowballed into a black project between the U.S. Military and the 20 Freescale technical brain-trust on board flight MH370. Then came the possibility of a virtual or remote hi-jacking using a daisy chain of Freescale lap-tops and smart phones bought aboard as carry on luggage.

This supposition moved up another notch when the identities of some Freescale shareholders were identified as The Carlyle Group. Carlyle’s earlier heavyweight clients included the Saudi Binladin Group, the construction firm owned by the family of Osama bin Laden. Previous advisers to The Carlyle Group have included former President George Bush and former British Prime Minister John Major.

The excavation continued and it was unearthed that Freescale Semiconductor Ltd (FSL) is owned by a private-equity group that includes The Blackstone Group LP (BX) and TPG Capital. On April 27 2013 Bloomberg published an article about Blackstone in which it confirmed that Freescale was indeed a Blackstone venture.

Enter one of the most reviled men in recent history, the multi-billionaire Mr. Jacob Rothschild who is linked to Blackstone as a member of its International Advisory Board.What’s more, The Rothschild dynasty owns the Malaysian Central Bank which in-turn is heavily invested in the Malaysian government and Malaysian Airlines.

But wait! There’s more. On March 11, 3 days after MH370 went missing, Freescale had a patent approved by the US Patent Office, US 008671381 dated March 11 2014. Four of the five patent holders were Chinese employees of Freescale Semiconductor. The patent it was revealed is divided up in 20% increments as follows:

  1. Freescale Semiconductor (20%)
  2. Peidong Wang, Suzhou, China (20%)
  3. Zhijun Chen, Suzhou, China (20%)
  4. Zhihong Cheng, Suzhou, China (20%)
  5. Li Ying, Suzhou, China (20%)

Were the aforementioned patent holders on flight MH370?

Drum roll….no.

According to the March 8 2014 passenger manifest of Malaysia Airlines flight 370 the aforementioned persons were not on that plane. If they were then their names were not listed. But have the four Chinese patent holders come forward to say Hello, we’re alive! To date, no…not yet; this doesn’t automatically make them dead, however.

The counter-theory lost traction after this news, but picked it up again when RSS feeds reported that if a patent holder dies then the remaining holders equally share the dividends of the deceased (if not disputed in a will). In this case, if four of the five were dead then the remaining 1 Patent holder gets 100% of the wealth of the patent. Patent holders can alter the proceeds legally by passing wealth to their heirs. However, they cannot do so until the Patent is approved; when the plane went missing the patent had not been approved. That would mean that if the Patent holders are declared deceased Freescale Semiconductor gets 100% of the Patent and Jacob Rothschild gains thru his stake in Blackstone.

The patent involved was not, however, a blue print for a T2 Terminator. No, nothing remotely like it. See for yourself:

The counter-theory went into cardiac arrest when it was disclosed that the men described as patent holders were in fact not the patent holders. Those aforementioned names were actually the inventors/applicants, with the patent itself having been assigned to Freescale Semiconductor, Inc., of Austin, Texas. If Freescale Semiconductor indeed is their employer, well, it’s typical that engineers working in the employ of companies are required by the terms of their employment to assign ownership of their discoveries and inventions to their employers (and thus usually do not receive royalties from any resulting patents).

There is also no rule stating that if one of the co-holders of a patent dies, “then the remaining one patent holder gets 100% of the wealth of the patent” as if a patent were some form of tontine insurance awarded to the last man standing (if that were true they’d be dropping like flies). Unless prior arrangements had been made to that end, the share of the patent held by any deceased would pass to their estate thru regular channels.

As to Jacob Rothschild, the main insinuation was that he “owns” Freescale Semiconductor. He does not. Freescale is a public company whose stock is held by 152 different institutional shareholders. The Blackstone Group, at which Jacob Rothschild serves as a member of the company’s International Advisory Board – that’s true – is one of the largest of those institutional holders (with over 196 million shares). The Carlyle Group and TPG Group Holdings both own a comparable amount of Freescale shares.

So while certain hot aspects of this particular report can be described as correct, the opposite of correct is proven false in this case by coincidence and unsubstantiated claim. It does not automatically absolve nor erase any aforesaid party from the case of missing flight MH370, however. The other side of a profound truth is not necessarily a profound lie. It can often be another profound truth. MH370 is still lost in a little understood world of dimensional truths, or half-truths as they are sometimes called.


MH370 – A Bad Worded Sinner Town

Watergate Woodward And Bernstein
Steve Wang represents some of the surviving MH370 Chinese relatives in Beijing: “They [the Malaysian government] said themselves that there are many different possibilities, but they are judging on the basis of just one of them.”

That ONE possibility is: A catastrophic accident (possibly a fire and/or explosion) that depressurised the plane and knocked out the communication system. It rests on the assumption that the pilots, far from being in on some nefarious plot, were heroes who steered the plane toward the most convenient airport for an emergency landing on the island of Langkawi off the West coast of Malaysia, exactly on the compass heading that the plane took when it turned Westward over the South China Sea. Before that landing could take place the passengers and crew succumbed to either fire or lack of oxygen. The plane kept flying on autopilot down the Southern arc of The Indian Ocean until it ran out of fuel and crashed into the sea approximately 2000 miles off the coast of Perth Western Australia.

Sounds like Ockham’s razor to me.

But surely authorities would not perpetuate such an expensive goose-chase if they didn’t believe the plane was there, would they? Search coordinator, Angus Houston, declared on April 5, 2014 that his mission was “The most expensive aviation search in history; approximately $53 million to find flight MH370 so far.”

Reporters from all major news services continue to update the ONE possibility story, to arrange the information into easily digestible blog sized chunks, and distribute the official story thru their various traditional and new media outlets. There is little or no investigative journalism seeping thru the cracks. The brick wall of 60 minutes, Fox, CNN, BBC, ABC and Sky has moved the story on. MH370 is old because there is nothing new to tell. Traditional reporters have wrung the “ONE possibility” story out over and over as fast as they could copy it, and now it’s exhausted. They will return to it like a flock of seagulls on a chip once new evidence turns up, but meanwhile, the busy masses of the 21st Century are buying the account hook, line and sinker.

Or so mainstream media would have us believe, and more importantly, what the power-brokers behind those traditional news outlets would have we the people believe.

On April 26 2014, with one black-box gridded search area exhausted, Malaysia’s former Prime Minister Dr. Mahathir Mohamad writing in an opinion piece, said: “Can it be that the plane remained intact on crashing and sank with no trace [with] no one launching the lifeboat doors, as we are told all these aircraft are equipped with? Can one believe this plane quietly floated down into the raging sea and sank conveniently in the deepest part (seven miles deep) of the Indian Ocean?”

Contemplating the nice, shiny, fat, logical maraschino cherry forming on the fluffy white ice cream cake caps of this unprecedented episode in aviation history, I went trawling the internet for a bit of hope. Looking for an investigative journalist trying to connect the dots on MH370, I found and began corresponding with Julius Chambers (not his real name) firstly by email then later by chat.

From a location near Rosslyn, Virginia, Julius agreed to allow me to publish in part a chat that took place between us on April 27 2014. The following portion begins at the ten minute point; I had just asked Julius what kind of world is it when a highly respected investigative journalist tells me that he’s compelled to write a book about MH370 because the paper that normally publishes his work is not giving “the plane story” any space.

Chambers: That tells me they’re getting stronger. The money and power behind the forces keeping the truth from people are only getting that much stronger.

JG: Investigative reporting takes time and patience, and this 24/7 news viewing audience doesn’t have it.

Chambers: Make no mistake, money and power ain’t giving it to them. Look what happened where you are. Tony Abbott! I mean, are you fucking kidding me? There is no either end of the political spectrum anymore. They’re all friends and they’re all bidding on both sides of the aisle.

JG: Why? What’s the point?

Chambers: Global capitalism. The good life. I have it, you don’t. That’s the point. It’s one big exclusive club. It’s a game, and you and me and all those people onboard that triple7, we ain’t allowed to play.

JG: It’s quite corrosive.

Chambers: Rust doesn’t sleep in today’s world. Everyone’s working the room, using their power, spreading their fear. That’s what they’re doing in the aftermath of this jet story and that’s why this story should trouble to no end all who care about a free and democratic society.

JG: Look what they’ve done to the music industry since the 60s. Music had a power that rattled the system. It’s been dumbed down over the years by a great orchestration of fear…the current music culture’s scared of missing out, not being included, of saying something stupid.

Chambers: It’s all corporate porn. Music’s no different, it’s all worthless. Give them money and fame and when they think outside that box give them the reminder that no one wins “The Voice” ruffling the feathers of politicians and corporate interests.

JG: Tow the line…I mean, we all do.

Chambers: The Group of Twenty wants to keep it that way. It’s no coincidence that Inmarsat didn’t leave anyone much to think about. The evidence is there but they won’t release it for independent analyses. Privacy issues. Without evidence, what’s left to report? So you dig and you dig and you have to blog your findings. Don’t wait for them, they’re happy to let the story die. It’s the legacy that lingers that is used against us. It’s death by a thousand cuts.”

JG: It explains why friends and families of survivors are the only ones challenging the paperwork.

Chambers: And if you report about those friends and families you get a Presidential aid calling you up asking why you are making some kind of political statement instead of doing your job.

JG: That should come as no surprise to anyone.

Chambers: Journalism is neutered, sacrificed to the cause of statism and not ruffling any feathers. Good journalism affects the bottom line. Upsets things. Wars aren’t popular anymore for the same reason. It’s not necessary to go to all that expense; not when you can get the same result just by making a plane disappear.

JG: What result?

Chambers: A world united by the mystery, and when the mystery goes unsolved, a world united in fear. Democracy depends on a citizenry that is not just highly informed but deeply engaged. When people are scared they disengage. They look after themselves and their loved ones. They tend to work harder. That means stronger economic growth. The capitalists love that.

JG: Who pays the price for this lack of transparency?

Chambers: We all do.

JG: It’s wrong on so many levels.

Chambers: But it is the world in which we live currently. The story behind this story has real impact. The paper trail goes up in smoke but the smoke keeps rising all the way to the G20. It’s why people like me are being told by management not to pursue this jet story. If the truth gets out the G20 credibility is irreparable. They’re worried about a catastrophic shift in society that could have greater ramifications upon the economic system than the GFC did.

JG: I’m a little embarrassed to ask this question, but what do you think happened to the plane?


Chambers: Pilot suicide – that, or person or persons on board with enough know how to overcome the crew and fly that plane either to oblivion or someplace else.

JG: You think you can uncover that?

Chambers: What I’m hoping to uncover is not necessarily what happened to the jet but how and why people on the ground reacted the way they did after the 1:21 disappearance. The way the fear behind this mystery was used against the people in a similar way WMD was used to generate fear and validate the Iraq war.


MH370 – Where Did That Plane Go?


Traditional media quickly confirmed the last ATC position of MH370, tracked at 35000 feet, about 90 miles off the east coast of Malaysia, heading towards Vietnam, near a navigational way-point called “IGARI.” It vanished from ATC radar at 1:21am.

For now, let’s believe MH370 existed normally until that time.

From 1:21 on, we the people rely on the public version of events generated by Malaysia Airlines and Lord knows who else. It’s the firm telling the press who tell the public.

Authorities know all information will be shared via personal networks: yet the majority of social media does not question the authenticity of the source they share. It’s accepted as the straight truth despite the information having flowed in a series of claims that assault the senses via a chain of Chinese whispers, bent out of shape passing the way-points of Rupert Murdoch and omnipresent Twitter feeds. The plane did this hash tag @ The plane did that hyperlink. Did it? The sources say it did. Why would they lie? The public shares information without considering the answers. Information is quickly transformed into common knowledge. Common knowledge gets shared.

So it’s 1:21 and the plane turns sharply westwards. It began heading towards a way-point called “VAMPI.” It went northeast of Indonesia’s Aceh province and followed a navigational point used for planes tracking route N571 to the Middle East.

The plane followed aviation corridors N571 and P628 both commonly identified on maps used by commercial planes flying from Southeast Asia to the Middle East or Europe. These corridors can be found in public documents issued by regional aviation authorities.

It flies towards a way-point called “GIVAL”, south of the Thai island of Phuket, and is last plotted heading northwest towards another way-point called “IGREX”, on route P628 that would take it over the Andaman Islands and which carriers use to fly towards Europe.

Either an aviation expert was entering those way-points in the flight management computers, or the computers had been programmed earlier to send the plane there. The former option is not consistent with an unconscious or dead crew. The latter makes no sense for a crew in a dire emergency looking for the closest place to land. Even if the plane was hijacked by a person with vast aviation experience, no one knows why the plane did what it did.

The time was then 2:15am and according to official reports that’s when it disappeared from Malaysian military radar, at a spot between the Malay Peninsula and the Andaman Islands. The plane was 320km northwest of Penanag.

From there the plane apparently flies blind. No one in the whole wide world can see it. Its only communication comes from its Rolls Royce engines pinging with Inmarsat satellites.

The public story is now in the hands of Inmarsat. At or around 2:15am, Inmarsat tells us the plane inexplicably stops following aviation corridors as it had done until now, and suddenly, MH370 turns away from the Andaman Islands, engages the auto-pilot (presumably) and flies off to its doom down the well publicised “Southern Arc.” Its last complete ping is at 8:11am. There is a partial unexplained ping at 8:19am. Here (presumably again) the plane runs out of fuel and crashes into the ocean some 2000km off the coast of Perth Western Australia.

That’s the official story.

March 18 2014
TEN DAYS after MH370 vanished

A story emerges from the Maldives about a number of witnesses claiming they saw a low-flying “Jumbo Jet” on the day MH370 disappeared.

Local news site Haveeru Online reported residents seeing a jet with markings similar to a Malaysia Airlines plane flying past Kuda Huvadhoo, a remote Maldives island in Dhaal Atoll.

According to the report, a number of locals saw a plane at 6:15am local time on March 8.

One resident said: “I’ve never seen a jet flying so low over our island before. We’ve seen seaplanes, but I’m sure that this was not one of those. I could even make out the doors on the plane clearly. It’s not just me either, several other residents have reported seeing the exact same thing. Some people got out of their houses to see what was causing the tremendous noise too.”

6:15am in the Maldives means the incident would have occurred seven hours and 45 minutes after the last radio contact at 1:19am Malaysian time.

A Boeing 777-200, with a nearly full load of 227 passengers and 12 crew, cargo, and fuel for the scheduled five and a half hour trip from Kuala Lumpur to Beijing, plus reserves, would typically be able to stay in the air for approximately eight hours. That makes the presence of the aircraft at 6:15am in the morning local time in the middle of the Indian Ocean possible.

In fact, the distance between the point of last radio contact and Kuda Huvadhoo is 2000 miles, which a 777 at cruise speed would cover in far less time. Flying in a straight line from the Gulf of Thailand, MH370 would have appeared over the island well before sunrise.

However, as we know from Malaysian military radar tracking that after passing the West coast of Malaysia, MH370 zigzagged north and west, toward the Andaman Islands, following precise way-points. So, shortly before reaching the Andamans where it was lost to radar, the plane was flying at a very low level where the air is thicker and jet planes fly slower because of added drag. Coupled with a reduced air speed to maximise fuel range, and because jet engines are less efficient at low altitude, a 6:15am time frame remains possible.

March 19, Sepang:

Speaking at a press conference at the Sama-Sama hotel, acting Transport Minister Datuk Seri Hishamuddin Hussein said, “MH370 was not seen over the Maldives.” A confirmation was made by top-level armed forces personnel in both countries.

“Regarding reports that the plane was sighted in the Maldives, I can confirm that the Malaysian Chief of the Defense Force has contacted his counterpart in the Maldives, who has confirmed that these reports are not true,” said Hishamuddin.

So they are false?

To reiterate: An undisclosed number of eyewitnesses spot an aircraft matching the description of MH370 traveling in a North to South-East heading towards Addu, the southern tip of the Maldives, on March 8, at 6:15am, and all comment on the very loud noise the aircraft made when flying over the island…and all of them are, apparently, wrong?

If anyone did ask Mr. Hussein why “these reports” were untrue it was not reported. There were no additional interviews with or publicity about those local Maldives eyewitnesses. The Maldives military backed up the official Malaysian statement with their own official statement on their official website:

Without question, without fitting investigation, the story is officially declared untrue. Traditional media goes along for the ride, new media does not probe and social media picks up the slack. The mathematical calculations of Inmarsat is pushed up the eyes and ears of busy people with better things to do, and like flight MH370 The Maldives story simply disappears from mainstream radar.To date, the official report is carefully worded as: “MH370 did not land at the airport of the Maldives’ capital Male.”

But no one ever said it did.

(Independent reporter, John Holloway, made calls to the Maldives and contacted residents who verify the sightings. Make of them what you will – HERE: – and HERE: – )

FACT: If MH370 did fly over Kuda Huvadhoo (as eyewitnesses suggest) the next closest runway suitable for a Boeing 777 to land is just a short 800 miles away on the U.S. military base of Diego Garcia.


MH370 – Diego Garcia


It is essential to mention the tiny atoll of Diego Garcia located in the middle of The Indian Ocean. It is one of a small chain of islands known as Chagos Archipelago, all of which have recently been mentioned, often in the same sentence, as missing flight MH370.

In the realm of new media some users are aware that Diego Garcia is a U.S. Military base; traditional media tends not to mention it. In turn, consumers of traditional information tend to be unaware of the operations conducted at Diego Garcia. Possibly because of what happened to the original inhabitants. They were coconut farmers, at least through the period 1793 to 1971 when plantation workers were documented, along with records of Franco-Mauritian managers, Indo-Mauritian administrators, Mauritian and Seychellois contract employees, and in the late 19th Century, Chinese and Somali employees too.

In 1953 the peak population of Diego Garcia and all its islands was recorded as 1142. How Britain and America conspired to get rid of these 1142 people is really quite a story.

It began in the 60s – didn’t everything? (The revolution was televised in the 1960s and 70s; that’s when the TV and the press began showing us how we were being fucked over from the comfort of our own lounge.) British governments, conspiring with American officials, tricked into leaving, then expelled the entire population of the Chagos islands. The idea was to give the principal island of Diego Garcia to the Americans who wanted it for a major military base. (Indeed, many US planes have since bombed Afghanistan and Iraq from the airstrips of Diego Garcia.) A successful book has been written about it, “Web Of Deceit” by Mark Curtis. It’s won awards and I recommend you read it; even if you have read it, read it again. A lot of people have since MH370 went missing. Mark Curtis tells a story about islanders who were dumped in the slums of Mauritius and, in the words of the British officials who left a “paper trail”, were abandoned in what the International Criminal Court now describes as “a crime against humanity.”

All the inhabitants had to be relocated to satisfy the requirements of a UK/United States Exchange of Notes signed in 1966 to depopulate Diego Garcia. By 1971 everyone was gone and the United States busied themselves constructing their military base. No current agreement exists on how many of the natives met the criteria to be an Ilois, and thus be classed as an indigenous person at the time of their removal, but the UK and Mauritian governments agreed in 1972 that 426 families totaling 1151 individuals were in fact exiles and due compensation payments. In 1982 the total number of people certified as Ilois by the Mauritian Government’s Trust Fund Board was 1579. The relocation decision remained in litigation til 2010, and then Britain fast-tracked laws turning all the Chagos Archipelago islands into a marine reserve. Strangely, it was around this time that Julian Assange and Wikileaks started upsetting a lot of people by sharing sensitive secrets.

Wikileaks Cable Gate document reference ID “09LONDON1156”

In a calculated move planned in 2009, the UK proposed that Diego Garcia and surrounding islands become a “marine reserve” with the aim of preventing the former inhabitants from returning to their lands. The following is a summary of the diplomatic cable:

HMG would like to establish a “marine park” or “reserve” providing comprehensive environmental protection to the reefs and waters of the British Indian Ocean Territory (BIOT), a senior Foreign and Commonwealth Office (FCO) official informed Polcouns on May 12. The official insisted that the establishment of a marine park — the world’s largest — would in no way impinge on U.S.G use of the BIOT, including Diego Garcia, for military purposes. He agreed that the UK and United States should carefully negotiate the details of the marine reserve to assure that United States interests were safeguarded and the strategic value of BIOT was upheld. He said that the BIOT’s former inhabitants would find it difficult, if not impossible, to pursue their claim for resettlement on the islands if the entire Chagos Archipelago were a marine reserve.

This brief summary surrounding the history behind the U.S. military base at Diego Garcia is presented here to demonstrate to the reader something most already know: Britain and the U.S. are prepared to conspire, to lie and cheat, and to go to dangerous and exorbitant lengths in order to fulfill their objectives. Displacing 1600 peaceful people from their homelands is child’s play compared to the vast and bloody “stop at nothing” history of these two super-powers.

On the morning of March 8 as flight MH370 apparently found its way to the Indian Ocean, well within the sophisticated radar territory of Diego Garcia, the U.S. was from the tiny island busy monitoring and projecting its strong-hold throughout the Middle East, keeping an eye on East Africa and India, and on Australia and Indonesia too. But, funny how with all that hi-tech equipment operating that March morning, U.S. military radar did not pick up any trace of a big Boeing 777-200 plane flying in their direction. Now, it’s reasonable to believe, for many reasons, least of all that a big, noisy, sixty nine metre long metal plane heading your way is hard to miss on radar, that the Americans are lying. Either that, or the Air Force Satellite Control Network Station operating on the tiny island of Diego Garcia, isn’t worth a pinch of shit.

Let the word go forth, that from this day on, that present and future governments of the U.S. are wasting tax payer money investing in early detection technology from Diego Garcia. It doesn’t work!

Why Doesn’t The Air Force Satellite Control Network Station Work?

It should! The United States Air Force operates a remote tracking station on Diego Garcia. Its call sign is REEF.

There’s also a Ground-based Electro-optical Deep Space Surveillance system (GEODSS) on the southern end of the island.

Diego Garcia is one of the five control bases for the Global Positioning System, operated by the United States military. The station helps synchronise and update the atomic clocks on 24 orbiting satellites that emit signals used by GPS receivers.

There is also a High Frequency Global Communications System transceiver site located on the south end of the atoll near the GEODSS station. The transceiver is operated remotely from Joint Base Andrews and locally maintained.

And, hey, while the soldiers operating these incredible systems are on a meal break, they can check-out on their iPhone and track a whole slew of planes zipping all over the world, including, for 45 minutes at least, missing flight MH370.

Yet the entire Air Force Satellite Control Network Station at Diego Garcia, on the morning of March 8 2014, despite all the aforementioned known technology, the US military did not spot that plane. “We never detected the plane in our air space.” To date, that’s the official line.

I put it to you oh people of world, if that is true, if the U.S. military base at Diego Garcia is not lying, if it did not detect that Boeing 777-200 wildly off course, flying to Lord knows where with 239 souls aboard, then we should all be very, very afraid.


MH370 – A Word On The Word Conspiracy


No doubt the astute readers amongst us would have detected a strong whiff of “conspiracy theory” wafting between the lines of this blog. It is, therefore, necessary that I pause briefly to reflect upon the word.

Since the 1963 Kennedy assassination it’s been vitally important for governments to apply a derogatory meaning to the once neutral term, conspiracy. Traditional media is more than happy to push this agenda. I’ll get to why in a little while.

The verb conspire comes from the Latin roots con (with), and spiro (I breathe) – so “to conspire” literally means “to breathe together.” Something a deft government is extremely good at. United government(s) all follow the principle that entities should not be multiplied needlessly; the simplest of two or more competing theories is always preferred. It’s Ockham’s razor, and since day 1 it has been applied to the disappearance/search of flight MH370.

It is vitally important a government appears in control and transparent in all its dealings. So when a counter-theory surfaces it is automatically dismissed as ridiculous, misconceived, paranoid, unfounded, outlandish, irrational, a conspiracy. Interesting, however, that when a conspiracy theory is proven correct, such as the notion that United States president Richard Nixon and his aides conspired to cover up Watergate, the once crack-pot conspiracy theory gets re-branded as blue ribbon investigative journalism and a politician is made available to present the journalist with an impressive award.

The fact remains that not all conspiracies are imagined by paranoids. Historians have shown us that every genuine conspiracy has had at least four characteristics features:

  • Groups not isolated individuals.
  • Illegal or sinister aims, not ones that would benefit society or the world as a whole.
  • Orchestrated acts, not a series of spontaneous and haphazard ones.
  • Secret planning instead of public discussion.

Above all else, for a conspiracy to be redressed with respectability it must be evidenced by provable facts.

Endevouring to expose the cover-up of those provable facts often leads to good people being killed.


MH370 – Fast Forward One Month


April 8 2014AEST: The Malaysian Prime Minister declared mid-March that the flight ended in the Southern Indian Ocean near Perth. No tangible evidence yet. But nine ships, nine planes, and a British submarine are in hot pursuit of a ping or three they are sure might be maybe from MH370. Still, nothing has surfaced in four weeks. Not a wing; not a window; not a seat cushion; not a shoe. Nothing! Given the multiple and varied items aboard a plane completely capable of floating, that detail alone is beyond belief.

The focus of the search has been adjusted several times as ubiquitous expert’s re-estimate where the plane is most likely to have crashed, based on the best guess theory of its altitude, speed and fuel. Since the search began there have been over 100 gridded fly-overs; cruising at 1000ft the ten man crew have two spotters (rotated) eyeballing the white caps while others study video images in real time. To date, each shift has ended the same: “We saw absolutely nothing but ocean.”

Angus Houston, head of the joint agency coordinating the multinational search effort out of Australia said, “It’s vitally important for the families, it’s vitally important for the governments involved that we find this airplane.”

It’s vitally important for the insurance companies too. At this stage, insurance companies have already begun paying out many hundreds of thousands of dollars in compensation to the families of MH370 passengers and crew. No plane wreckage; no dead bodies; 1.25 million dollars so far.

Reported FACT: Sunday 6 April 2014 02.11 AEST, at 25 degrees South and 101 degrees East, within the 84,000-sq-mile search zone, the Chinese detect a pulse with a reported frequency of 37.5kHz per second – the same as emitted by flight recorders. Before the discovery can be verified, a Chinese air force plane photographs a number of floating objects in the search zone. Within days the “ping zone” is re-calibrated 200 miles South. As for the floating objects, they must have sank: the objects and photographs are never mentioned again.

Fast Forward Some More:

April 21 2014 AEST: The “ping” reports have ceased because the battery life of the plane’s data transmitters, estimated at 30 days, has it would seem expired. The search area has been narrowed down to a 10 kilometer square area where water depth is estimated at over 4000 meters. It also happens to be one of the most mountainous below sea terrains in the Southern Indian Ocean. Progress is painstakingly measured. Too slow for traditional media who has all but ceased to report on the unsolved mystery. New media continues its daily updates and newsgroups continue to debate various feasible and far-fetched theories. The world at large has moved on.

It is far from unreasonable to suggest that this story was per-destined to fizzle out in the way it has ever since the story broke on March 8 2014.

“Move along folks…nothing to see here…”


MH370 – The Known Knowns

I know what happened-smaller

First public statement from Malaysian Airlines:

We deeply regret that we have lost all contacts with flight MH 370 which departed Kuala Lumpur at 12.41 am earlier this morning (March 8) bound for Beijing. The aircraft was scheduled to land at Beijing International Airport at 6.30 am local Beijing time. Subang Air Traffic Control reported that it lost contact at 2.40 am (local Malaysia time).

NOTE: “…lost contact at 2:40am” – later adjusted to 1:21am. The 2:40am time was it appears the time Malaysia Air Traffic Control notified authorities of the missing plane.

2nd Statement:

Malaysia Airlines is still unable to establish any contact or determine the whereabouts of flight MH370. Earlier today (March 8), Subang ATC had lost contact with the aircraft at 2.40 am. The last known position of MH370 before it disappeared off the radar was 065515 North (longitude) and 1033443 East (latitude).

  • It took the Malaysian government 5 full days to confirm early data from Inmarsat suggesting that MH370 was nowhere near the South China Sea.

When the news went viral, Malaysian opposition leader Anwar Ibrahim accused the government of hiding information on missing flight MH370, telling Britain’s Daily Telegraph that the country’s radar system would have detected any change of course.

Anwar said he was “baffled” why the sophisticated Marconi radar system that he authorised as finance minister in 1994 had failed to immediately detect the plane’s deviation.

He described it as “not only unacceptable but not possible, not feasible” that [the plane] could go on to travel across “at least four” Malaysian states undetected, adding: “I believe the government knows more than us.”

The Marconi radar system, based near the South China Sea, covers mainland Malaysia and its waters.

  • The air U turn back West was initiated during the grey zone where the MH370 passed from Malaysian to Vietnamese air traffic control.
  • The maneuver was intentional because after the U turn the plane maintained a cruising altitude to reach the Indian Ocean.
  • All communication tools were deliberately disabled.
  • An expert aviation pilot was in charge of the plane for the entire period.
  • The Royal Malaysia Air Force detected the plane on radar, deemed it “non-hostile” and allowed it to fly on. With the exception of Thailand, military authorities from other countries (including the U.S. base at Diego Garcia) claim they never detected the plane in their air space.
  • The Captain of flight MH370, Zaharie Ahmad Shah, had such a passion for aviation that when he wasn’t flying real planes he was flying virtual ones on a self-assembled home flight simulator with records of all airstrips in the Indian Ocean, including The Maldives and Diego Garcia.
  • Based on unconfirmed satellite images of 2 objects floating in the Southern Indian Ocean, the Royal Australian Air Force, under the leadership of Angus Houston, with full confidence they had the right leads “to solve this baffling mystery,” was given charge of the entire recovery operation. And so the search began.

The known unknowns:

  • The Malaysian government stated, for almost 3 weeks, that the last verbal communication from flight MH370 was “All right, good-night” spoken by either the Captain, 53-year-old Zaharie Ahmad Shah, or First officer, 27-year-old Fariq Abdul Hamid. Finally, bowing to public pressure, the government released the actual and complete transcript of communication between Air Traffic Control and MH370, revealing a routine exchange up to and including the plane’s final broadcast: “Good night, Malaysian three seven zero.” It is, of course, impossible to misconstrue “Good night, Malaysian three seven zero” as “All right, good-night.”
  • When the air U turn back West was initiated the plane climbed as high as 45000ft (according to Inmarsat and Rolls Royce engine data), descended 40000ft in less than a minute (which a Rolls Royce technician described as making “no sense at all”) before eventually leveling out between 23000 and 29500ft. There is much conjecture as to why such a drastic fighter pilot type maneuver ever took place.
  • The plane’s communications went dark at 1.21 am on March 8 2014. Vietnamese air control twice contacted it, but it did not respond. Another Malaysian flight MH83 bound for Narita, Japan and flying half hour ahead of MH370 was asked to attempt contact. It was initiated but Vietnamese air control was informed that the response was static and mumbling.Why did the Vietnamese (and scores of military monitoring these channels) wait until 36 hours after the disappearance to admit this conversation took place?
  • MH370 flew on for another 6.5 hours:
    • To date, there is no indication of who was alerted in that time and what action, if any, was taken.
    • To date, there is no indication of what the civil aviation authorities and the air force did during this time.
    • At 6:30 on the morning the plane was scheduled to land at Beijing airport (the plane had already been missing for 5 hours), the Arrivals board listed MH370 as DELAYED. This remained in place until the first press conference went live at 7:24am Malaysian time.


MH370 – Prelude To A Mystery


It’s been many weeks now since a Boeing 777-200 along with 239 souls disappeared. Not quite as long, but long enough (April 8 2014 AEST) since a search area was defined for Malaysia Airlines Flight 370, 2000 miles off the coast of Perth sitting at the bottom of the ocean. Right where they thought it would be (some say, right where they put it).

At the same time this formative article was being written the assessment by Malaysian and combined multi-national forces searching for wreckage off the coast of Perth pointed to a scenario that seemed to be coming more likely with every passing day — that what happened to the plane and the 239 souls on board might remain a mystery forever.

“Investigations may go on and on and on,” Inspector General Khalid Abu Bakar has told reporters in Kuala Lumpur. “At the end of the investigations, we may not even know the real cause. We may not even know the reason for this incident.”

We – us – may not even know the reason for this incident. Most believe General Bakar got that much right, at least.

And so, before the details surrounding the disappearance of MH370 crash into the murky depths of the internet, let’s recap what we do know.

At A Glance: The search for the plane began over the Gulf of Thailand and South China Sea where the plane’s last communications were, and then shifted West to the Strait of Malacca where it was last spotted by military radar. From there, using the analysed hourly satellite “pings” between plane engine and satellite, authorities began supporting the theory that it crashed somewhere in the Southern Indian Ocean.