THE TRAGEDY OF FLIGHT MH-370
DISCLAIMER AND MANY THANKS TO THOSE WHOSE WORK IS APPRECIATED
This webpage and additive information has been compiled from a myriad of sources, much of which has been published in depth, repeated, repeated again reflecting the tragedy, investigation, and the several changed theories on the loss of MH-370. When available the authors, reporters, concerned executives, government employees, and soothsayers names have been mentioned, and I apologize if i missed someone.
227 passengers, 12 crew and the world deserve to have the truth out and I put this collection together in the flying publics interest. Wikipedia has the most complete synopsis of the incident compiled.
My theory, documented, which I wrote starting at 45 days and completed 60 days after sensing the botched investigation; probes the mishandling and mistrust of the Malaysian government and is as viable as anyone else’s; It’s getting better in fact;
Unfortunately, it may never be proven if the wreckage is not found. My theory now only recently shared as of twenty months ago by a growing number of experts is based on several qualifications. I am not a profession investigator, nor make any claims other than the following.
- I am a retired 28 year Owner and Pilot; Flying by the book; Repairing by the book; and experienced by Mother Nature, Father Time and Sir Murphy-Lawes; I also delve in aircraft design, understand the dynamics of flight, and read everything the FAA and the investigative branch publishes.
- I own a manufacturing company in the battery industry and have a working knowledge and research of Lithium chemistry.
- And I own an advanced simulator with Boeing approved software for the 777 that uses an FMS.
- I am part pitbull involving human actions being an investigative reporter. I made it known I did not care for the explanations of the Malaysian appointed government spokespersons.
- I still have my brains and instincts at my age, and both are telling me this was no accident; At the bottom line someone did something wrong, and it went horribly bad.
- Again, several points seemed to be ignored. The simplistic equation applied or known to most aircraft accidents and incidents is that most occurrences are cumulative, signs ignored, missteps adding up, usually to a finale. The missing plane is a end result of either a combination of bad judgements, and or illegal play, foul play, or stupid assumptions, but most likely some rule was broken.
- I’m betting against pilot error, both were experienced and the alien abduction theory does not work for me, the smoking gun is the cargo manifest and it’s declarations is the answer. If the plane is found and the pallet containing almost 5000 ponds of unknown electronic components was actually more unstable Lithium batteries at a cheaper tariff rate, someone knew this. The criminal here could have been the shipper trying to hide more Lithium for a lower rate, the inspector, the ramp senior agent, someone who took a bribe, someone higher up in the Malaysian government.
- Too much of a coverup since the last two Boeing freighters that went down and one that lit off on the ramp were traced and from Lithium battery generated fires.
- Then a fire in the front cargo hold by unsecured Lithium, halon went off permeated the cockpit, before they passed out, one of them they hit the flight director to return course, made the turn toward the repair facility and then the auto pilot decent (part of front cargo hold fire procedure), app the held plane on course for four hours with dead crew.
- Finding the flaperon NW of Australia indicates to me the search areas have been too far south in the indian ocean. My search area would have been 1500 to 1800 miles WNW of Penang, the Malaysian support facility for their aircraft and radar footprint of the planes passing.
New details about MH370 search come to light 12/26/2015
New insights into the search for missing flight MH370, and what happens the moment the jet is found, were explained at a briefing for members of the Surveying and Spatial Sciences Institute in Perth recently.
Paul Kennedy, MH370 Search Project Director, Fugro Survey, took the audience through the same induction video shown to recruits before they joined the three vessels that are sonar scanning the priority zones in the southern Indian Ocean that are believed most likely to contain the sunk wreckage of the jet.
At the outset he reminds the audience that the so called seventh arc along which the priority zones are located is different from the earlier arcs which represented places MH370 could have been when it send automated pings to an engine performance monitoring site at Rolls-Royce in Derby via an Inmarsat satellite and ground stations.
- This last and unexpected transmission from the jet was initiated by the failure of its engine generated electrical supply and the automated deployment of a ram air turbine that popped out of the fuselage to generate emergency power as the jet fell toward the sea.
- With the help of audience members Mr Kennedy unrolled a large scroll of the seabed in the seventh arc priority zone that stretched across the room and out one door which had mapped its features and their depths with sufficient accuracy to prevent deep sea ‘tow fish’ or sonar scanning platforms being towed into the side of underwater obstacles like volcanic craters while surveying the terrain from a height of around 100 meters.
- On that map MH370 would only have been a small dot, and it is of course covered in dots, and often convoluted terrain, with deep fissures and troughs and sea mounts and cliffs.
- Mr Kennedy said the Boeing 777 would only have subtended half a millimeter in size on the waist high scroll unfolded across the room.
- He explained that the raw data was not just being recorded on the search vessels in real time, but being uploaded to ‘cloud’ computers via specially targeted reception beams directed to them from satellites to provide a high bandwidth tunnel.
- That data was being simultaneously but separately reviewed “by multiple sets of eyes in Australia and the US”.
- This was occurring in sea states in which peak waves had been recorded as 16.5 meters at their highest, but more commonly of around 11 meters , and often around 6-8 meters.
- Mr Kennedy said there had been prolonged periods when the search vessels had to maintain a heading into winds of around 150 kmh, unable to turn to either side in the sea states that prevailed.
- He said the seabed search includes ‘nightmare’ zones when towering complex cliffs and pot holes within volcanic craters may hide the wreckage of the Malaysia Airlines 777-200ER .
- The Norwegian Hugin autonomous underwater vehicle or AUV was being used to explore the otherwise impossible to scan wrinkles which could contain parts of MH370. This had included descending deep into features inside volcanic cones, and continued to look into a 200 kilometers long 70 degrees slope that was around 1000 meters in height above the adjacent sea floor.
- This slope contained ledges and fissures that the regular tow fish could not look into. By coincidence on the first anniversary of the disappearance of MH370, a towfish had come across an unnatural set of objects which looked as though they could have come from the missing flight. However when it was studied in closer detail by the AUV it was found to be an unchartered, and so far untraced shipwreck.
- Mr Kennedy said that some maritime detective work had established that the anchor was probably made around 1820. The actual wooden ship had disappeared over time, and all that was left was the anchor, the ship’s bell, a spread of metal nails and fixtures, and a large sea chest.
What happens when MH370 is found?
- Once it is clear that MH370 has been found the satellite data links to the vessel will be shut down and immediate steps made to notify the next of kin of the 239 people on board the jet and that the search intends, commendably, to ensure that those who lost their loved ones on MH370 will be first to learn that the jet and thus their final resting places, have been found.
- Other revelations in the briefing include a sea floor duration of up to 32 hours for the AUV and a very important checking process that validates the performance of the equipment being used in the priority search area. The AUV doesn’t upload in real time, but sends tracking information to the surface, and on recovery after a dive then downloads its data.
- Boeing has set up a test and calibration field on the sea floor that each vessel passes through on its way out of and into Fremantle with each tour of duty. This field includes objects that would correspond to parts of the sunk wreckage of MH370, such as the engines and other heavy components, and replicates their expected resolution to sonar scanning tow fish.
- “This is incredibly important as when you do surveying you must have confidence that all the work you have done is verified. MH370 vanished early on a flight between Kuala Lumpur and Beijing on 8 March 2014, when the jet was over the Gulf of Thailand and about to enter air space under Vietnamese control.
SYNOPSIS
CONCISE, NO PUNCHES PULLED STORY OF MH-370
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