Malaysia airlines 370 with 239 people on board, 8 March 2014 #25

[watcher9]

Here is Blaine's segment on one of our morning TV shows this week. Hopefully the link works outside Australia.

https://au.tv.yahoo.com/sunrise/video/watch/32590865/mh370-mystery-clue-discovered/#page1


Blaine was left his mother's house when she passed on, at the time MH370 was lost, so he sold the house and is using that money to fund his search for MH370.

It worked!
Thanks.

 

[SouthAussie]

Did we know this already? US and Aussie investigators are now analysing the wing flap to see if it was deployed or retracted when the plane came apart.


"The wing flap is undergoing analysis by Australian and US experts to determine if it was deployed or retracted when it came apart from the Boeing 777.
Deployment would suggest the plane was under control when it crashed into the Southern Indian Ocean — a scenario ATSB officials have long thought to be highly unlikely.
US explorer and independent investigator Blaine Gibson is also of the opinion MH370 crashed at high-speed into the water — as evidenced by the pieces of debris he has found."

http://www.news.com.au/national/bat...s/news-story/7625c411a4bad678a43e58017221d9ee

 

[gregjrichards]

MH370 debris 'shows doomed jet was plunged into ocean in terrifying death dive' - after investigators discover the wing flap was NOT deployed for a controlled landing

Read more: http://www.dailymail.co.uk/news/article-3793825/MH370-plunged-ocean-death-dive.html#ixzz4KTmuzc4h
Follow us: @MailOnline on Twitter | DailyMail on Facebook

 

[SouthAussie]

MH370 debris 'shows doomed jet was plunged into ocean in terrifying death dive' - after investigators discover the wing flap was NOT deployed for a controlled landing

Read more: http://www.dailymail.co.uk/news/article-3793825/MH370-plunged-ocean-death-dive.html#ixzz4KTmuzc4h
Follow us: @MailOnline on Twitter | DailyMail on Facebook

"The Australian Transport Safety Bureau says they are still testing the flap from the Boeing aircraft.
But Peter Foley, head of the organisation's search, confirms that the flap had not been in the right position for a controlled landing, rather it was pulled in inside the wing.
He added that satellite data showed the plane falling at an increasingly rapid rate.
'The rate of descent combined with the position of the flap — if it's found that it is not deployed [which since has] — will almost certainly rule out either a controlled ditch or glide,' he said."


And from that, the Daily Mail has somehow concluded that the captain flew thousands of miles then performed a deadly nose dive. I guess it just isn't possible that everyone was incapacitated from smoke/noxious fumes/whatever and the plane just plummeted when it ran out of fuel.

 

[Roselvr]

MH370 debris 'shows doomed jet was plunged into ocean in terrifying death dive' - after investigators discover the wing flap was NOT deployed for a controlled landing

Read more: http://www.dailymail.co.uk/news/article-3793825/MH370-plunged-ocean-death-dive.html#ixzz4KTmuzc4h
Follow us: @MailOnline on Twitter | DailyMail on Facebook

Just waking up, have they ever admitted they had satellite data or is this a first?
I still ask, where was the debris field?

What she told investigators is said to have been an important factor in the interim conclusions to be released about the airline's fate.

The Australian Transport Safety Bureau says they are still testing the flap from the Boeing aircraft.

But Peter Foley, head of the organisation's search, confirms that the flap had not been in the right position for a controlled landing, rather it was pulled in inside the wing.

He added that satellite data showed the plane falling at an increasingly rapid rate.

'The rate of descent combined with the position of the flap — if it's found that it is not deployed [which since has] — will almost certainly rule out either a controlled ditch or glide,' he said.

 

[SouthAussie]

Just waking up, have they ever admitted they had satellite data or is this a first?
I still ask, where was the debris field?

BBM: I thought that this was referring to the Inmarsat data that was used in their crash site approximations.

 

[Roselvr]

BBM: I thought that this was referring to the Inmarsat data that was used in their crash site approximations.

Course I finally find a link after submitting lol

Duncan Steel
Possible Flight Path of MH370 towards McMurdo Station, Antarctica 2016/08/29

The ATSB, Inmarsat, and Boeing have acknowledged from the beginning that the 00:19:29 BFO value indicates a descent rate of about 5,000 ft/min, and in recent interviews and statements, the ATSB has finally gone further and definitively stated that the 00:19:37 BFO value indicates the plane was descending at that time at a speed of 12,000 to 20,000 ft/min, exactly what the Independent Group has consistently argued for the last two years and more.

If one puts all the available evidence on the table, instead of only a few flaperon photos, a very different interpretation of the flaperon damage pattern comes to light. We know with high confidence from the Inmarsat data and fuel consumption analysis that MH370 was at high altitude and flying at over 400 knots when fuel exhaustion occurred circa 00:17:30. The flaps could not have been extended at 400 knots before fuel exhaustion, and following fuel exhaustion, they could not have been extended at any altitude or airspeed. These are facts that Vance ignores. Thus, the trailing edge damage to the flaperon could not possibly have been caused by a flaps-down water landing.

After the final ping at 00:19:37, the fact that there was no signal indicating an IFE logon at about 00:21:07 is consistent with impact at very high speed sometime between those two times. The debris found recently by Blaine Gibson and several other private citizens is clearly consistent with the above information that indicates a high speed impact.

 

[SouthAussie]

Search bosses ‘in a bit of a pickle’ as MH370 mystery deepens

The ATSB bosses are in a bit of a pickle: 2½ years of searching under their guidance has not as yet produced any results and we are left with three competing theories.

Theory 1. The ATSB scenario of an event that rendered the pilots incapacitated, and the aircraft ran out of fuel and crashed at high speed into the southern Indian Ocean.

Theory 2. A rogue pilot hijacked the aircraft three minutes after saying goodnight to Kuala Lumpur air traffic control and flew the aircraft via a pre-planned route to the southern Indian Ocean then descended. The pilot then carried out a controlled ditching under engine power with flaps extended.

Theory 3. As in Theory 2 except that to extend the southerly distance flown by approximately 200km, fly at cruise altitude until engines flame out because of fuel exhaustion then glide at an approximate glide ratio of 16:1, with limited hydraulic and electrical power from the now extended Ram Air Turbine and carry out a water impact with no flaps at about 300km/h.

http://www.theaustralian.com.au/bus...s/news-story/dff378619878dda6fe11dc5460da8fab


(About Theory 2, it says .... "This is the scenario favoured by many airline pilots and overseas air crash investigators of vast experience.")

 

[watcher9]

Weekly update - Sept 21 2016

The Fugro Equator has reached the search area and is conducting search operations.
The other ship is still anchored off Fremantle waiting on better weather. At first I was thinking that the two ships would be searching together, but now I'm thinking this ship is the one that will be re-examining suspect locations.

They included the info on the report that the wing flap found in Tanzania does belong to MH370.

Weather is okay for search area.

https://www.atsb.gov.au/mh370-pages/updates/operational-update/

 

[Roselvr]

Search bosses ‘in a bit of a pickle’ as MH370 mystery deepens

The ATSB bosses are in a bit of a pickle: 2½ years of searching under their guidance has not as yet produced any results and we are left with three competing theories.

Theory 1. The ATSB scenario of an event that rendered the pilots incapacitated, and the aircraft ran out of fuel and crashed at high speed into the southern Indian Ocean.

Theory 2. A rogue pilot hijacked the aircraft three minutes after saying goodnight to Kuala Lumpur air traffic control and flew the aircraft via a pre-planned route to the southern Indian Ocean then descended. The pilot then carried out a controlled ditching under engine power with flaps extended.

Theory 3. As in Theory 2 except that to extend the southerly distance flown by approximately 200km, fly at cruise altitude until engines flame out because of fuel exhaustion then glide at an approximate glide ratio of 16:1, with limited hydraulic and electrical power from the now extended Ram Air Turbine and carry out a water impact with no flaps at about 300km/h.

http://www.theaustralian.com.au/bus...s/news-story/dff378619878dda6fe11dc5460da8fab

(About Theory 2, it says .... "This is the scenario favoured by many airline pilots and overseas air crash investigators of vast experience.")

Thanks South Aussie
Article cache for those that want to read it. It's a premium article

 

[SouthAussie]

Aviation journalist Christine Negroni - her forthcoming book The Crash Detectives: Investigating the World’s Most Mysterious Air Disasters


The theory which forms the crux of Negroni’s book is that the Malaysian pilots were similarly suffering from hypoxia, altitude sickness which deprives the body of adequate oxygen and thus impairs judgment.
MH 370’s rapid loss of cabin pressure debilitated the crew, leading the pilots to make rash decisions—for example, the first officer meant to transmit a distress signal but instead turned off the transponder and severed radar contact with the ground.

....... one of the MH 370 pilots (First Officer Fariq Abdul Hamid) remembered to put his oxygen mask on and turn the plane back towards Malaysia. After about 30 minutes, however, he too lost consciousness and the plane descended into the Indian Ocean.

“He was conscious enough to fly the airplane but not sensible enough to do the right thing,” Negroni said. “He made illogical decisions until he stopped manipulating the aircraft.”

By the time Malaysia Airlines began searching for the plane, five hours had passed and MH 370 was long gone.

The Malaysian defense and transport ministries wanted to protect themselves from liability, so they immediately blamed Vietnam’s civil aviation authority for not tracking the plane while it was in Vietnamese airspace.

“It was an orchestra of confusion,” Negroni said. “It’s a bit mystifying why they weren’t more alarmed.”

http://observer.com/2016/09/has-this-aviation-journalist-solved-the-mystery-of-mh-370/

 

[SouthAussie]

A NUMBER of security experts have raised suspicions over a Chinese ship tasked with searching for Malaysia Airlines flight MH370, saying they’re more likely to be spying on Australian military activity.
The ship in question — the Dong Hai Jiu 101 — is a search and rescue vessel which was built in 2012, which currently sails under the flag of China.

“From my past intelligence experience I would be surprised if a vessel like the Dong Hai Jiu 101 did not have an intelligence collection role,” said Clive Williams, a former Australian Army officer who was Director of Security Intelligence.

Meanwhile, Greg Barton from Deakin University said the Dong Hai Jiu 101 would likely be spying “as a matter of course”.

A spokesman for the JACC told news.com.au there is no evidence of the Dong Hai Jiu 101 spying on Australia’s military, saying “suggestions the vessel is engaged in anything other than its publicly stated purpose are purely speculative”.

http://www.news.com.au/finance/econ...s/news-story/93b0ee754fbf98b1ce9dada6aadabea6
SEPTEMBER 24, 2016

 

[SouthAussie]

Initial findings on the blackened debris that Blaine found ...


But the bureau said that the wreckage wasn't blackened by heat.
The discoloration was "related exclusively to a translucent resin that had been applied to those surfaces," it wrote. The debris' burnt smell was likely caused by something more recent than the MH370 crash, given that "burning odors would generally dissipate after an extended period of environmental exposure, including salt water immersion."
"At this stage it is not possible to determine whether the debris is from MH370 or indeed even a Boeing 777," it added.

http://www.ibtimes.com/mh370-latest...scar-could-rule-out-plane-fire-rumors-2420475



"With the agreement of the Government of Malaysia, the ATSB examined the items but found no manufacturing identifiers such as part numbers or serial numbers that provided clues as to the items' origins," Mr Chester said in a statement.

http://www.abc.net.au/news/2016-09-...bris'-exposed-to-fire-authorities-say/7870238

 

[SouthAussie]

22 pieces of debris possible part of MH370 found so far
Malaysia’s Transport Minister Liow Tiong Lai made the remarks ......

http://www.coastweek.com/3939-focus-04.htm


2 pieces confirmed. 4 highly likely. With 'more than a dozen' items under evaluation.

All found along the coasts of South Africa, Mozambique, Mauritius and Tanzania.

 

[watcher9]

The full report (#4) on the two pieces of debris submitted by Blaine Gibson to ASTB on Sept 12, 2016 is now on line.

Summary
The following findings were made during a preliminary examination of two items of composite
debris, recovered near Sainte Luce, Madagascar. At the time of writing, work is ongoing to
determine the origin of the items, specifically, whether they originated from a Boeing 777 aircraft.
1) The dark grey colouration on the outer surfaces of the items related to an applied resin
and was not the result of exposure to heat or fire.
2) Three small marks on the larger item were indicative of localised heating. The age and
origin of these marks was not apparent.


http://www.atsb.gov.au/media/5771521/debris-examination-report-4.pdf

 

[watcher9]

Weekly Update - Sept 28, 2016

Ships have not changed positions. One is out searching and the other is still at Fremantle.
Acknowledged examination of two pieces of debris and referred to report (posted above).
Strong to gale force winds could affect search area in the next few days.

https://www.atsb.gov.au/mh370-pages/updates/operational-update/

 

[watcher9]

Aviation journalist Christine Negroni - her forthcoming book The Crash Detectives: Investigating the World’s Most Mysterious Air Disasters


The theory which forms the crux of Negroni’s book is that the Malaysian pilots were similarly suffering from hypoxia, altitude sickness which deprives the body of adequate oxygen and thus impairs judgment.
MH 370’s rapid loss of cabin pressure debilitated the crew, leading the pilots to make rash decisions—for example, the first officer meant to transmit a distress signal but instead turned off the transponder and severed radar contact with the ground.

....... one of the MH 370 pilots (First Officer Fariq Abdul Hamid) remembered to put his oxygen mask on and turn the plane back towards Malaysia. After about 30 minutes, however, he too lost consciousness and the plane descended into the Indian Ocean.

“He was conscious enough to fly the airplane but not sensible enough to do the right thing,” Negroni said. “He made illogical decisions until he stopped manipulating the aircraft.”

By the time Malaysia Airlines began searching for the plane, five hours had passed and MH 370 was long gone.

The Malaysian defense and transport ministries wanted to protect themselves from liability, so they immediately blamed Vietnam’s civil aviation authority for not tracking the plane while it was in Vietnamese airspace.

“It was an orchestra of confusion,” Negroni said. “It’s a bit mystifying why they weren’t more alarmed.”

http://observer.com/2016/09/has-this-aviation-journalist-solved-the-mystery-of-mh-370/

This is the kind of scenario of what I want to believe happened.
I wish they could find the crash site and be able to determine what really happened.

 

[SouthAussie]

This is the kind of scenario of what I want to believe happened.
I wish they could find the crash site and be able to determine what really happened.

There is a good article here - the first page or two of Negroni's book.

Something I hadn't thought about before, Captain Zaharie was flying the plane at takeoff and until they reached cruising altitude. This is 'known' because First Officer Fariq was the radio contact at that time. Once they reached cruising altitude, and at around the time the 1:07am ACARS message was sent, Zaharie started making the radio calls - so it is presumed that Fariq was flying the plane when things started to go wrong. And Zaharie may have been having his first nature call/coffee run/stretch legs of the night - he had been sitting in the cockpit since 11pm prepping the plane then flying it.
Fariq had just 39 hours prior experience on a 777.


What happened to MH370 after this final message from the cockpit? An air safety specialist offers a theory.
http://www.theaustralian.com.au/lif...n/news-story/806f5c53499ac9db4852050aca72d947
OCTOBER 1-2, 2016

(I am not sure if this is behind a paywall or not ... sometimes they are, sometimes they aren't with The Australian. But I can read it. If you google the headline that I have placed above the link, then click on the link via google, you can usually access the articles.)

 

[watcher9]

There is a good article here - the first page or two of Negroni's book.

Something I hadn't thought about before, Captain Zaharie was flying the plane at takeoff and until they reached cruising altitude. This is 'known' because First Officer Fariq was the radio contact at that time. Once they reached cruising altitude, and at around the time the 1:07am ACARS message was sent, Zaharie started making the radio calls - so it is presumed that Fariq was flying the plane when things started to go wrong. And Zaharie may have been having his first nature call/coffee run/stretch legs of the night - he had been sitting in the cockpit since 11pm prepping the plane then flying it.
Fariq had just 39 hours prior experience on a 777.


What happened to MH370 after this final message from the cockpit? An air safety specialist offers a theory.
http://www.theaustralian.com.au/lif...n/news-story/806f5c53499ac9db4852050aca72d947
OCTOBER 1-2, 2016

(I am not sure if this is behind a paywall or not ... sometimes they are, sometimes they aren't with The Australian. But I can read it. If you google the headline that I have placed above the link, then click on the link via google, you can usually access the articles.)

It was but the headline worked. Thanks.

That was a gripping and spine tingling synopsis of what may have happened! It does make a lot of sense.
I wonder if the pilot would have been able to make it back into the cockpit and make some of the turns?

Wasn't there something about not being able to determine who was talking? Or, maybe that was when the other aircraft contacted them?

 

[Roselvr]

There is a good article here - the first page or two of Negroni's book.

Something I hadn't thought about before, Captain Zaharie was flying the plane at takeoff and until they reached cruising altitude. This is 'known' because First Officer Fariq was the radio contact at that time. Once they reached cruising altitude, and at around the time the 1:07am ACARS message was sent, Zaharie started making the radio calls - so it is presumed that Fariq was flying the plane when things started to go wrong. And Zaharie may have been having his first nature call/coffee run/stretch legs of the night - he had been sitting in the cockpit since 11pm prepping the plane then flying it.
Fariq had just 39 hours prior experience on a 777.


What happened to MH370 after this final message from the cockpit? An air safety specialist offers a theory.
http://www.theaustralian.com.au/lif...n/news-story/806f5c53499ac9db4852050aca72d947
OCTOBER 1-2, 2016

(I am not sure if this is behind a paywall or not ... sometimes they are, sometimes they aren't with The Australian. But I can read it. If you google the headline that I have placed above the link, then click on the link via google, you can usually access the articles.)

I go to google, put your URL in, it brings it up then I hit google cache.

Very interesting article, still reading.

What happened to MH370 after this final message from the cockpit? An air safety specialist offers a theory.

“Good night, Malaysian,” Zaharie said. It was 1.19am. His voice was calm, according to a stress analyst who listened to the recording as part of the investigation. There was no indication of trouble.

Zaharie had left the cockpit for what’s known as a “biological break”. Perhaps he would have stopped by the galley for a cup of coffee or a snack. ..

...This is about the time when, I think, a rapid decompression happened near or in the cockpit. It would have made a startling noise, like a clap or the sound of a champagne bottle uncorking, only much, much louder and sharper. This would have been followed by a rush of air and things swirling everywhere. Pens, papers - everything loose - would have been tossed around, including the shoulder straps of Fariq’s seat restraint, which he would have unfastened for comfort not long after takeoff. A white fog would have filled the space as the drop in temperature turned the cabin air into mist. The first officer would have realised immediately, This is an emergency. It would have been a neon light in his brain, but it would also have been competing with other lights and alarm sounds that must have been disconcerting and overwhelming.

The denser air inside Fariq’s body would have rushed out through every orifice, an effect that can be particularly painful in the ears. His fingers, hands and arms would have started to move spastically. Emergency, have to get down, have to let someone know. What first? He would have reached over to the transponder to enter 7700, the four digits that will alert everyone on the ground and in the air that something has gone wrong with the plane. His fingers would still have been trembling as he clutched the small round knob on the device and turned it to Standby. It is not what he would have intended, but he would already have begun to lose his mental edge. In an attempt to transmit a message of distress, he would have inadvertently severed the only means air controllers had of identifying his airplane and the details of his flight. It was half a minute past 1.20 in the morning.

The control panel for the flight management system (FMS) is located between the two pilot seats, above the throttles, where it is easily accessible to whichever pilot is programming it. The FMS has many functions, including allowing the crew to send text messages to the airline’s operations desk. We know no messages were sent. Yet in an emergency, the FMS supplies navigational information for the closest airports, so that in seconds the pilots can select a destination and head there.

From where the 777 was flying, between the Gulf of Thailand and the South China Sea, if Fariq turned the plane around, the divert airports would include Penang and Langkawi, according to pilots who fly in the region. These choices would have appeared on the screen in a list, waiting for the pilot to select one. Who knows how much actual thinking Fariq was able to accomplish, but for some reason he selected Penang, Malaysia’s third-busiest airport, with a 10,000-foot runway. The next choice appeared on the screen: Divert now? Fariq selected Execute. The plane began a slow, orchestrated turn, and by 1.30am it was headed south-southwest to Malaysia once again.

The period when a person can remain conscious and thinking at high altitudes is called the time of useful consciousness. While that time varies depending on many factors, including health, age and a genetic predisposition, the ballpark figure for how long Fariq had before he lost his ability to think clearly would be 15 to 30 seconds. We know whoever was in the cockpit maintained sufficient intellectual capacity to turn the plane around and select a course toward Penang. Yet that these manoeuvres were made without a radio call and after the transponder became inoperative leads me to conclude that the pilot handling the airplane was compromised to such an extent that while he could make simple decisions about the direction of the airplane, not much more sensible action could have been expected of him. Judging from what happened next, he did not return to his senses. The primary indicator of that is that the plane did not start to descend.