Beijing-bound MAS plane carrying 239 people missing as of 20 mins ago.

judydawg

FYI flip flopping......Mahathir's frequently anti-Western rhetoric he worked closely with Western countries, and led a crackdown against Islamic fundamentalists after the September 11, 2001 attacks. Under his successor, Abdullah Badawi, relations with Western countries, particularly Australia, have improved. The current Minister of Foreign Affairs is Datuk Seri Anifah Aman, who assumed office on 18 March 2008.

Malaysia has never recognised Israel and has no diplomatic ties with the state.[4] It has remained a strong supporter of Palestine,[5] and has called for Israel to be taken to the International Criminal Court over the Gaza flotilla raid.[6] Malaysian peacekeeping forces are present in Lebanon[7] and has contributed to many other UN peacekeeping missions.[8] The lack of recognition of Israel became an issue with respect to Malaysia's participation in a United Nations peacekeeping force after the Lebanon-Israel conflict of 2006.

I wouldn't want you to get accused of plagiarism... so I'll post the link for you.

Foreign relations of Malaysia

P.S.- You might want to get acquainted with this information.
IMPORTANT: Using Content From Other Websites on ATS

Because the info we are getting seems inconsistent i made my own theory of what happened to flight MH370.
It is known that after 6 minutes after reporting their flight level, the pilot again notified ground control of their flight level as if he wanted an confirmation? or did he simply not received the message back from ground control 6 minutes earlier?

They changed course before they had reached waypoint IGARI heading 040 and 0FL before contact was lost.
So that should already had been a warning that something was wrong, not long after that, contact was lost.
My theory is that something happened to the right wing and engine.
70 miles from where contact was lost a tremor was registered on the seafloor, this is a non seismic area.
It could well be that flight MH370 lost an engine which plunged into the sea at that location.
damage to the right wing means the left wing produces more lift which will bring the aircraft off course turning right.
It did not turn left, it made a long right turn and climbed in order to maintain altitude until it flew to a westernly course heading to Langkawi and descended fast towards a much lower flight level.
This heading brings them close to waypoint VAMPI from which MH370 Continued to fly in a southerly direction over the Indian ocean until it run out of fuel.

Why this speculation? the witnesses who said they spotted an aircraft flying at a low altitude towards Bachok, jetfuel found in one of the oilslicks near the point of where contact with MH370 was lost, and the registred tremor.

This cannot be just a coincidence.

My speculation is that this was a wounded bird which did not flew from waypoint to waypoint, but did get close to VAMPI from where it headed southerly to the Indian ocean.

reply to post by Arbitrageur


So you believe this system was disabled then? It may have been just asking.

A pilot being interviewed in the days when this issue was first raised said there is not on off switch for this in the cabin. The system brain itself is down under the cabin, you craw through a hole and even if you know where it is you must open it and just start pulling parts out as it has no on and off switch. Not that this couldn't be done. What are your thoughts on this? Does it seem like the most likely explanation?

reply to post by Tallone


what if they were confirmed as "no longer operating at 12000 ft" or under radar as i do believe the current mass media is pushing,,which would be 500 ft i think,,lol,,,
but the 777 just isnt "there",, that it indeed just faded away like a weak signal,,, oh and those transponder signals,,, are wave lenghts,,

like ripples in a pond,, maybe the Chinese reciever picked up the 37.5 freq. cause it was in the air,,,not 2000 leaugues beneath the sea.

just cant see it no more,, it gone bye bye.

reply to post by OatDelphi


Thank You

reply to post by earthling42


Your theory is plausible. Unfortunately this thread has gotten so voluminous that finding previous theories is almost impossible. Your theory has been presented a number of times, but there is no way for a new entrant into this thread to know that. Keep up the good work!

Wow...Wolf Blitzer is such a morn. He actually asked if getting more pings would help locate the wreckage. Really Wolf? You had to ask that?

I find that the news coverage seems to be devolving into absolute lunacy at an increasing rate. They are, apparently, willing to toss up any theory floating around no matter how inane.

reply to post by sy.gunson


nice going trying to connect my name what what i want to say about this incident. like i said, when the truth comes out THEN i'll come talk to you. also, seriously chill. what are you holding onto ? none of us here want to prove you wrong, none of us are jumping at you, you have a theory that YOU think is what possible happened to the plane? fine. but that doesn't give you the right to slander what i want clarified, specially when i did not claim saying this is the truth of what happened and where the plane is. yeah, just because YOU want to say i'm not a pretty liar but i want to feed people with ugly lies makes all your statements about the flight true? no ! we'll see what the truth really is when it comes out, till then it's all speculations and plausible theories. if what you said turns out to be true, good for you.

reply to post by bbracken677

All the MSM seem to be going in circles. Since the days of investigative journalism disappeared the MSM do nothing more than regurgitate the PTB ideas. This goes for all networks and new sources whether they be liberal or conservative in nature. I know of no facts about the disappearance of the 777 that have been dug up by the MSM. Lots of supposed experts, like the discredited Mr. Quest voicing idiotic ideas and non facts.

I have just been reading up on the Rolls Royce website about thier engine management system EHM System, as they explain -

The engines ongoing status and operating condition is sent/retrievable via the ACARS digital data link, and gives information of the ACMS(Aircraft Condition Monitoring System), this is sent/recieved via a VHF Radio or Saterlite LInk, and goes strait to the RR Aeromanger Website.

So if it is sent/recieved via Saterlite, then this is not reliant on a Transponder conection.

You make an intelligent effort to understand what went wrong.

earthling42
Because the info we are getting seems inconsistent i made my own theory of what happened to flight MH370.
It is known that after 6 minutes after reporting their flight level, the pilot again notified ground control of their flight level as if he wanted an confirmation? or did he simply not received the message back from ground control 6 minutes earlier?

No there were a succession of handoffs from one controller to another. With each successive controller MH370 had to establish their identity and secure a new route authority.

They were required to report establishing certain altitudes and speeds, from lift off to 10,000ft maintaining 250 knots, then to 18,000ft maintaining 280 knots, then to 25,000ft and report for further instructions at that altitude where they requested a climb to 35,000ft.



When they took off on Runway 32 (ie 320 degrees) they were expecting to make a Standard Instrument Departure (SID) to waypoint PIBOS east of the city with a regulatory turn right at 8 nautical miles DME (from the radio beacon).

At several points through this departure they were obliged to make contact with a new controller, for example Ground Control for permission to start engines and pushback, with taxi control for directions to proceed to the end of the runway, then approach control for take off permission, then Lumpur Radar Control for directions once airborne.

Throughout all this once airborne the aircraft is climbing through handoffs very fast, at a maddening climb rate almost faster than they can talk to the next controller. There are turn procedures to follow at various steps and distances from the airport. That is why you hear MH370 constantly identifying themselves and repeating back instructions.

They changed course before they had reached waypoint IGARI heading 040 and 0FL before contact was lost.

No they signed off at 17:19 UTC just before they reached IGARI (6° 56' 12N 103° 35' 6E). They flew towards IGARI slightly right of track so did not intercept accurately but passed IGARI at 17:22 UTC, then they turned east 040 at 17:26 presumably to intercept BITOD however radar contact ceased at 17:27 because they flew beyond radar coverage. These details come from the ADS-B transponder on the aircraft replying to radar interrogations from Kuala Lumpur.

IGARI

Flightradar24 for MH370

So that should already had been a warning that something was wrong, not long after that, contact was lost.

Incorrect, they were doing nothing wrong. They turned east from IGARI as expected.

[/URL]

My theory is that something happened to the right wing and engine.
70 miles from where contact was lost a tremor was registered on the seafloor, this is a non seismic area.

The seismic event was reported here:

Seismic event

The seismic event happened about 85 minutes after MH370 lost contact with air control, and about 116 km northeast of the spot where it was reportedly last heard from.

The event on the seafloor was not a seismic event as it lacked the S-wave always associated with a P-wave from an earthquake.

The time of this event was not given in terms of UTC or does not identify if it was Malay time or Vietnamese time. If it was 85 minutes after 17:19 UTC then it could only be so if MH370 had turned back with problems but then taht poses a new question why not make a distress call?

If however it was at 17:55 UTC then it is possible that this explosion was an explosive decompression of the aircraft.

The timelines are rather suspect and need more investigating before the incident can be linked.

It could well be that flight MH370 lost an engine which plunged into the sea at that location.
damage to the right wing means the left wing produces more lift which will bring the aircraft off course turning right.

Loss of an engine off the wing would so severely unbalance the aircraft it could not continued to fly another 6.5 hours into the Indian Ocean.

Loss of engine thrust from an engine would not only preclude a climb for a B777 at 35,000ft, but would force a descent.

It did not turn left, it made a long right turn and climbed in order to maintain altitude until it flew to a westernly course heading to Langkawi and descended fast towards a much lower flight level.

Except that Malaysian authorities state emphatically that it turned west at 17:15 UTC and tracked it from east of Penang 02:22hr Malay local time until 02:40 Malay Local Time. Problem is it could not reach Penang from IGARI to Penang in just 7 minutes, much less from the seismic event location on one engine.



The radar target which Malaysia claims was MH370 in the Straits of Malacca (see above) did not fly to GIVAL from VAMPI as the authorities have insisted. Their own radar imagery shows an aircraft flying from Penang to GIVAL.

reply to post by UKGuy1805

The engines ongoing status and operating condition is sent/retrievable via the ACARS digital data link, and gives information of the ACMS(Aircraft Condition Monitoring System), this is sent/recieved via a VHF Radio or Saterlite LInk, and goes strait to the RR Aeromanger Website.

So if it is sent/recieved via Saterlite, then this is not reliant on a Transponder conection.

The ACARS system was not functional. That was the second big mystery.

UKGuy1805
I have just been reading up on the Rolls Royce website about thier engine management system EHM System, as they explain -

The engines ongoing status and operating condition is sent/retrievable via the ACARS digital data link, and gives information of the ACMS(Aircraft Condition Monitoring System), this is sent/recieved via a VHF Radio or Saterlite LInk, and goes strait to the RR Aeromanger Website.

So if it is sent/recieved via Saterlite, then this is not reliant on a Transponder conection.

Transponder and ACARS are totally unrelated systems.

Transponder replies to a radar system when interrogated by the radar to send back information. If the aircraft is not in radar coverage it will not send information.

ACARS sends automated data returns from the aircraft via satellite. There is no mystery about the ACARS system. Malaysian Airlines was not willing to pay for inflight coverage. It leased engines from Rolls Royce and they required engine performance data during take-off/climb so the system was only configured for contact during this phase of flight.

It was forgotten however that ACARS also sent a handshake signal from the engines during flight just to acknowledge it was still online like the little beeps from a cell phone every hour.

reply to post by charlyv


Just a speculation CharlyV but perhaps it was already located by P-3 survey before Ocean Shield reached the site?

Thing is buoys drift and aircraft move relative to the buoys so perhaps they need a better definition?

reply to post by roadgravel


I may have slipped past this if it was reported on here earlier? but - was the plane reported as having a non working engine management system, it seems odd that it would have been allowed to fly in this condition, or was it a reported issue that MAS new about prior to the flight?

It was forgotten however that ACARS also sent a handshake signal from the engines during flight just to acknowledge it was still online like the little beeps from a cell phone every hour.

ACARS was not doing the handshake signal. It was the sat comm system doing it. ACARS would have just used that data path.

reply to post by sy.gunson


Good explanation and all correct apart from one small detail.The tower and only the tower will ever give take off or landing clearance,or to put it another way anything that involves the runway must have permission from the tower.Approach will normally be the first local controller to talk to new aircraft.Then if not too busy they talk to the tower after that,or if busy they talk to the radar controller in between.

Nochzwei
reply to post by auroraaus

 

Only for gullibles, I'm afraid

The motto of Abovetopsecret is "Deny Ignorance," not deny Facts.

Mmmm im confused now - on the RR website their explanation of how the EMS works was that - this facility was built in to their engines and not provided as an Add - On, surly unless this system was faulty or tampered with? it would send a reliable recording, or RR could retrieve the EMS data via satelite, and i assume even now aslong as there is power to the electronic system of the engine, then information could be Uploaded.

However the minister said the last automated status message said that eveything was ‘OK’ with the performance of the jet in terms of the parameters measured and that there was no further ACARS activity from MH370 after 1.07 am.

He said that had the ACARS system continued to work it would have reported at such trigger points as reaching particular waypoints along its flight path, at top of climb (he may have meant top of descent) and when anything abnormal was detected.

The engine data that ACARS transmitted ‘did not run beyond that time.

Link

My understanding is that RR data was sent through ACARS during the flight and not just at take off. The Boeing monitoring system was not in use. This is why RR only had a couple of messages. The sat comm keep alives were at first attributed to RR data by the MSM.