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Mystery Malaysia flight may have been hundreds of miles off course
The Malaysian Air Force has traced the last known location of Malaysia Airlines flight 370 to a spot above Pulau Perak, a very small island in the Straits of Malacca and hundreds of miles from the usual Kuala Lumpur to Beijing flight path, according to a senior Malaysian Air Force official. The official declined to be named because he is not authorized to speak to the media. (www.cnn.com) Más...Sort type: [Top] [Newest]
Cockpit breach is about dead and life !https://www.youtube.com/watch?v=XnNI1gi7u_U
They cannot tell us this or that,they'd reveal the sources and/or jeopardize their job/their rank..Anyway- they forgot a lot more , here e.g. 2 Eye witnesses saw the fireball go down,One oildriller of shore Saigon 222km , and one Malaysian on ground near thai borders in the north,in Kota Bharu ,looking northeast sky.Both fireball sightings at about 1.15 am Singapore time.Distance on surface over the gulf of thailand between the two ground observers almost 400 Miles = 640km = 360NM on this round Globe surface.
Can we confirm a datamatch between the 2 observers ? Lets do the math,draw these triangles ,globe has circumferential distance of 44ooo km ,The explosion cannot be higher with the fuel they had after 43 min in flight than 31000feet .Cabin limit is 41000 feet.
Result of calculation comes out 48000 feet Altitude , One or the other observer was dreaming ,if the explosion did not cause a tremindious gain in Altitude!Into much higher Altitude . The Formula for potential Energy is m*g*h (mass in kg , g=9.81 , h =height in meters) 7 hours worth of fuel is about 7*19500 lbs=136000.00 lbs burn off in 1 or 2 minutes !!! = 62000kg .
assuming inertia Speed mach .84 or climb speed 330 kts negletable,(some experts try to explain even a speed gain also must occur !!)39000feet out of 31000 feet , or 46000 ft out of 370000 ft . Still too low for both eye witnesses both to see . Lets calculate an airspeed loss of 340kts to stall speed of 110kts ,converted = trade speed for Altitude ,in additional Altitude assuming OAT-48 degree celsius .we get another 1.26 altitude for Energy factors 1.26*1.27 =give us an Altitude gain of 1.6 .This means 31000ft entry altitude would within 2 minutes come to 49500 feet ,certainly jerk the overpressure cabin vqlves all open and at some point cabin explosion into a BRAZILLIAN PIECES,FREEZING INSTANTLY ALL CREW AND PAX TO DEATH. Bu the sighting of both observers was not horizon,they say up on the sky,Both say moving trowards them,which would match the optical impression if the Boeing was going upwards fast. We need to find more factors for more Altitude ,else one or the other eyewitness was not seeing our B777-ER . Our 2 minute assumption may have been to long and/or we have overlooked the fact, the pressure wave at the front of the fireball may have pushed up another 10 or 20000 feet. Would not know,how to calculate this .It cannot be higher than the jetfuel flame forward progressing speed. Anyway, this Boeing may have found itself as high as 100000feet at its highest moment, desintregaetd totally in the AIr, Engines have not exploded ,so they could be found one day ,bay of Thailand is not very deep. Only one side the tank(s) may have exploded , no reason to think both would ignite at the same time.Remember TWA800 , stochiometry was at 1/1.14.8 =explosionscapable gas in the tank and a spark source. As Sparksource, i would not go as far as a bomb willfully brought to ignition onboard of Baggage holds(eg.triggered by barometric pressure sensor).We want to keep things simple until detectives on the ground can establish a willful take-down of this Flight. Many times it was tryed in Kuala Lumpour to get a bomb onboard , but averted each time.
A short in a cable/cablage string. high voltage is used to blink the anti collition bulbs at the end of tips , winglets have broken off at the B777-ER before and this would definately bring a spark in a dangerious state of tank filling. If I were the ICAO and/or FAA , i would have no powerfull high voltage cablage hot durinmg flights for many month until more safety can be established,eg Tank ventilation etc.This can be done easily by technical update ,admendment of checklists,flight managment computer etc. Critical is the phase towards the end of climb. Or transitioning from climb to cruise.
Very disturbing that night was a clown.An aviator, (could be the assassin) establishing primary target
from the area of our mid-air explosion all the way into the Indian sea and back to the straights of malakka,where he stopped his show(fake crash) by probably low altitude high speed escape.Playing/manipulatijng orally with an Altitude encoder(its easy ,disconnect the static pressure hose ,take it in the mouth and suck a vacuum,it will bring easy 16000 feet higher than you are on display at the secondary radar screen).Somewhere he had the sqwuak code ,from ATC (probably when it got assigned by Tower on ground before the flight,in the clearance) and the S Mode code is published anyway. 70 minutes after the mid-air explosion he managed to double cross (dublicate squak) the secondary target of MH370,faking 29500 feet, he cause a lot of confusion by ATC controlers that night ,especially the military Air defence watch,guarding the Airspace. After 70 minutes of tracking primary target come up with a fake radar ID .He knew 139 persons lost their life ,it could have been him firing a deadly projectile onto MH370 . Hope we will find that individual, a lot worse than those individuals (also in military age !!)using a stolen passport in their attempt of getting asylum in Frankfurt or Copenhagen.
For Cross check my calculations here the numbers:
Earth radius 7000 km , greatcirle groundline segment 640km
Both Observer looking line straight out horizontal (not up to sky somewhere ! )
Tangens 320/7000 , M=237000kg after weightloss of the fuel, 299000kg at explosion, before weightloss . height gain factor 1.275
Can we confirm a datamatch between the 2 observers ? Lets do the math,draw these triangles ,globe has circumferential distance of 44ooo km ,The explosion cannot be higher with the fuel they had after 43 min in flight than 31000feet .Cabin limit is 41000 feet.
Result of calculation comes out 48000 feet Altitude , One or the other observer was dreaming ,if the explosion did not cause a tremindious gain in Altitude!Into much higher Altitude . The Formula for potential Energy is m*g*h (mass in kg , g=9.81 , h =height in meters) 7 hours worth of fuel is about 7*19500 lbs=136000.00 lbs burn off in 1 or 2 minutes !!! = 62000kg .
assuming inertia Speed mach .84 or climb speed 330 kts negletable,(some experts try to explain even a speed gain also must occur !!)39000feet out of 31000 feet , or 46000 ft out of 370000 ft . Still too low for both eye witnesses both to see . Lets calculate an airspeed loss of 340kts to stall speed of 110kts ,converted = trade speed for Altitude ,in additional Altitude assuming OAT-48 degree celsius .we get another 1.26 altitude for Energy factors 1.26*1.27 =give us an Altitude gain of 1.6 .This means 31000ft entry altitude would within 2 minutes come to 49500 feet ,certainly jerk the overpressure cabin vqlves all open and at some point cabin explosion into a BRAZILLIAN PIECES,FREEZING INSTANTLY ALL CREW AND PAX TO DEATH. Bu the sighting of both observers was not horizon,they say up on the sky,Both say moving trowards them,which would match the optical impression if the Boeing was going upwards fast. We need to find more factors for more Altitude ,else one or the other eyewitness was not seeing our B777-ER . Our 2 minute assumption may have been to long and/or we have overlooked the fact, the pressure wave at the front of the fireball may have pushed up another 10 or 20000 feet. Would not know,how to calculate this .It cannot be higher than the jetfuel flame forward progressing speed. Anyway, this Boeing may have found itself as high as 100000feet at its highest moment, desintregaetd totally in the AIr, Engines have not exploded ,so they could be found one day ,bay of Thailand is not very deep. Only one side the tank(s) may have exploded , no reason to think both would ignite at the same time.Remember TWA800 , stochiometry was at 1/1.14.8 =explosionscapable gas in the tank and a spark source. As Sparksource, i would not go as far as a bomb willfully brought to ignition onboard of Baggage holds(eg.triggered by barometric pressure sensor).We want to keep things simple until detectives on the ground can establish a willful take-down of this Flight. Many times it was tryed in Kuala Lumpour to get a bomb onboard , but averted each time.
A short in a cable/cablage string. high voltage is used to blink the anti collition bulbs at the end of tips , winglets have broken off at the B777-ER before and this would definately bring a spark in a dangerious state of tank filling. If I were the ICAO and/or FAA , i would have no powerfull high voltage cablage hot durinmg flights for many month until more safety can be established,eg Tank ventilation etc.This can be done easily by technical update ,admendment of checklists,flight managment computer etc. Critical is the phase towards the end of climb. Or transitioning from climb to cruise.
Very disturbing that night was a clown.An aviator, (could be the assassin) establishing primary target
from the area of our mid-air explosion all the way into the Indian sea and back to the straights of malakka,where he stopped his show(fake crash) by probably low altitude high speed escape.Playing/manipulatijng orally with an Altitude encoder(its easy ,disconnect the static pressure hose ,take it in the mouth and suck a vacuum,it will bring easy 16000 feet higher than you are on display at the secondary radar screen).Somewhere he had the sqwuak code ,from ATC (probably when it got assigned by Tower on ground before the flight,in the clearance) and the S Mode code is published anyway. 70 minutes after the mid-air explosion he managed to double cross (dublicate squak) the secondary target of MH370,faking 29500 feet, he cause a lot of confusion by ATC controlers that night ,especially the military Air defence watch,guarding the Airspace. After 70 minutes of tracking primary target come up with a fake radar ID .He knew 139 persons lost their life ,it could have been him firing a deadly projectile onto MH370 . Hope we will find that individual, a lot worse than those individuals (also in military age !!)using a stolen passport in their attempt of getting asylum in Frankfurt or Copenhagen.
For Cross check my calculations here the numbers:
Earth radius 7000 km , greatcirle groundline segment 640km
Both Observer looking line straight out horizontal (not up to sky somewhere ! )
Tangens 320/7000 , M=237000kg after weightloss of the fuel, 299000kg at explosion, before weightloss . height gain factor 1.275
Hate saying this, especially with out all the facts on the table, but did one of the flight crew go squirrelly? Transponder turned off and now the fact that the 777 MAY have flown 4 hours after last contact?
Rolls-Royce and Boeing have reported that they didn't receive transmissions of any kind after 1:07 a.m. Saturday.- Data link is via Satellite and via Transponder. Satellite signal(Lat/Long ,engine data etc. missing is not giving alarm to the ATC, loosing a secundary(actual Altitude reporting radar Position)radar tag is not alarming either that far out in the ocean ,especially after the
Controller heard " all right good night" from someone/anybody with same bearing in reference to the receiving station( if the COM - bearing is observed and recorded ! )and the aircraft believed it came friom is traveling out of radar range . What let the time go by , is failed handover to the next controller,Vietnam started calling unsuccesfully and called on landlines Malaysian ATC to report an open/unanswered handover. at 1.30 finally , ATC realizes that Comm and Transponder is lost. Air defence radar records show another , believed to be MH370 , jetaircraft . Probably the one
who brought the B777 down and had listened in on the ground before the flight when the squawk code was assigned to MH370 .This criminal controlled jetaircraft tunes in the code 70 min after the explosion of the B777 ,everybody onboard long dead and froozen up ,instant decompressed, at -57 degree celsius ,that jetaircraft unauthorized started squawking the code of the B777 making ATC believe the B777 had turned back and the final crash site would be in the North West.
For avionics technicians its relatively easy to
rigg a transponder Altitude encoding device in a way that, the reporting Altitude becomes manually selectable.Same as on your Stereo a nice large knob may control the volume.
Lybia E.G. had a few military MIRAGE AND MIGS Jets unaccounted for in 2012.Possibly sitting in Ogaden ,Yemen ,North Korea ,Syrian's or Iranian hands.
Keep in mind, prior to MH370 multiple incidents occured when terrorists tryed to smuggle onboard of jetliners, same departure airport . Keep in mind , how easy it is to overtricks a falsID traveler with a bag swap before turn in to baggage handlers.
he escape and recovery must have been same as the join-in maneuver for this assassination mission , low level ,nightflying.
Controller heard " all right good night" from someone/anybody with same bearing in reference to the receiving station( if the COM - bearing is observed and recorded ! )and the aircraft believed it came friom is traveling out of radar range . What let the time go by , is failed handover to the next controller,Vietnam started calling unsuccesfully and called on landlines Malaysian ATC to report an open/unanswered handover. at 1.30 finally , ATC realizes that Comm and Transponder is lost. Air defence radar records show another , believed to be MH370 , jetaircraft . Probably the one
who brought the B777 down and had listened in on the ground before the flight when the squawk code was assigned to MH370 .This criminal controlled jetaircraft tunes in the code 70 min after the explosion of the B777 ,everybody onboard long dead and froozen up ,instant decompressed, at -57 degree celsius ,that jetaircraft unauthorized started squawking the code of the B777 making ATC believe the B777 had turned back and the final crash site would be in the North West.
For avionics technicians its relatively easy to
rigg a transponder Altitude encoding device in a way that, the reporting Altitude becomes manually selectable.Same as on your Stereo a nice large knob may control the volume.
Lybia E.G. had a few military MIRAGE AND MIGS Jets unaccounted for in 2012.Possibly sitting in Ogaden ,Yemen ,North Korea ,Syrian's or Iranian hands.
Keep in mind, prior to MH370 multiple incidents occured when terrorists tryed to smuggle onboard of jetliners, same departure airport . Keep in mind , how easy it is to overtricks a falsID traveler with a bag swap before turn in to baggage handlers.
he escape and recovery must have been same as the join-in maneuver for this assassination mission , low level ,nightflying.
Complete nonsense. You are making a fool of yourself, here.
Before the flight,the transponder code gets assigned and for anybody to hear and listen in,broadcasted. The luggage of 1 or 2 ID -thefts may have been swapped before handed over to the baggage handlers containing triggeringdevice and explosives. Let's do basic aerodynamics here. Lift is established ,sufficient to accelerate skywards more than the 1/4 million Lbs of Jetfuel. Thrust is established to maintain 330 kts climb speed + 1/4 million lbs load of fuel translatorically forward.At once an explosion separates so much mass from the structure that still experiences Thust and Lift. an immense vector of G's will catapult this empty of fuel and luggage fuselage skywards out way out into the atmosphere for a ballistic bow .A parable that makes re-entry for the burning rest of the structure ,zero thrust and zero lift , to ~ 155 NM SE of Saigon .
The criminal Aviator(s) the assassins however in their jet with a manipulatable Altitude encoder on board ,proceeds from the explosion/collision/fuel separation point as a primary radartarget
left turn west bound , later SW-bound to fool ATC and Air defence radar sites, finally ,after 70 min. open up transponder code as MH370 faking the fatal crash in the NW of departure Airport.If they dive there,they would not find anyobjects there.
The criminal Aviator(s) the assassins however in their jet with a manipulatable Altitude encoder on board ,proceeds from the explosion/collision/fuel separation point as a primary radartarget
left turn west bound , later SW-bound to fool ATC and Air defence radar sites, finally ,after 70 min. open up transponder code as MH370 faking the fatal crash in the NW of departure Airport.If they dive there,they would not find anyobjects there.