Thread: Contact lost with Malaysia Plane.

A Malaysian air traffic control supervisor was asleep on duty four hours after MH370 disappeared amid confusion and misleading reports on the whereabouts of the Boeing 777 carrying 239 people.

Transcripts of conversations between civilian, military and airline personnel in the hours after the disappearance show a botched response that the Malaysian government has agreed to investigate only after a highly critical report was released by an international investigation team on Sunday.

During a conversation that began at 5.20am Malaysian time on the morning the plane disappeared, a Malaysia Airlines staff member repeatedly asked an air traffic controller at Kuala Lumpur airport whether Malaysian air traffic control had successfully handed over responsibility for the airliner to Vietnamese air traffic control.

The Malaysian controller insisted he had only taken over tower operations at 3am and wasn't sure about the details.

The plane's communications equipment had ceased operating abruptly at 1.20am.

Upon more requests for information, the controller told the Malaysia Airlines staff member that he would wake up his supervisor.

"Aaaa … never mind, laa. I wake up my supervisor and ask him to check again, to go to the room and check what the last contact … all this thing, laa," the controller said.


Desmond Ross, an Australian commercial pilot and airline security expert, said Sunday's 580-page report from the seven-country investigation team raised more questions than it answered, including why there was confusion between Kuala Lumpur air traffic control and its counterparts in Vietnam.

Air traffic controllers in Ho Chi Minh took 20 minutes to start asking why the plane had not entered its airspace when international protocols demand this should have happened within two minutes.

For hours, officials struggled to comprehend how the plane suddenly dropped off radar scopes and ended all radio communication.

At one point Malaysia Airlines insisted the plane was flying over Cambodia when in fact it was, according to available data, flying thousands of kilometres away on auto-pilot into the vast expanse of the southern Indian Ocean.

Transcripts show a slow response from Malaysia's emergency services that would have been calamitous for any survivors had the plane ditched into the South China Sea as first thought.

A distress phase was triggered by Malaysia's emergency services five hours and 13 minutes after the last communication from the plane.

The first search aircraft took off at 11.30am Malaysian time – 10 hours after the plane disappeared.

Transcripts show Vietnamese air traffic controllers did not respond to at least one emergency message and appeared to have trouble understanding what was being asked of them by Malaysian officials. International rules introduced in 2010 require all pilots and air traffic controllers to pass a test in English.

Mr Ross said a stand-out issue is why there was no co-ordination between Malaysia's military and the air traffic controllers as they tracked an unidentified aircraft.

"How did they not know it was not a threat to Malaysian security?"

Mr Ross said that, if the military and civilian air traffic controllers had talked to each other, an interceptor aircraft could have been dispatched to follow MH370 to establish what was going on.

Mr Ross said a full audit was needed of Malaysia Airlines' maintenance control after the investigation team found that one of the batteries on the plane's flight-data recorders had expired in December 2012 and no record was available to show it had been replaced.

MH370 report: Air traffic control supervisor asleep on duty after plane disappeared

Originally Posted by jamescollister

Originally Posted by harrybarracuda

Satellite handshake was not disabled minutes after it left military radar. It broke off shortly near the end, half-re-established and the ceased altogether.

This is why the investigators determined this as being the aircraft running out of fuel and going into the briny.

You might be confusing it with ACARS or the transponder, both of which can be turned off by the pilot, and which convinced investigators that this was a deliberate act to conceal the aircrafts destination.

All have which has been discussed to death.

Not what the article is saying

15 If perpetrators got in there, a long shot, they would have access to equipment that could be used to change the BFO value of its satellite transmissions. They could even take over the flight controls.16
I realized that I already had a clue that hijackers had been in the E/E bay. Remember the satcom system disconnected and then rebooted three minutes after the plane left military radar behind. I spent a great deal of time trying to figure out how a person could physically turn the satcom off and on. The only way, apart from turning off half the entire electrical system, would be to go into the E/E bay and pull three particular circuit breakers. It is a maneuver that only a sophisticated operator would know how to execute, and the only reason I could think for wanting to do this was so that Inmarsat would find the records and misinterpret them. They turned on the satcom in order to provide a false trail of bread crumbs leading away from the plane’s true route.
It’s not possible to spoof the BFO data on just any plane. The plane must be of a certain make and model, 17equipped with a certain make and model of satellite-communications equipment,18 and flying a certain kind of route19 in a region covered by a certain kind of Inmarsat satellite.20 If you put all the conditions together, it seemed unlikely that any aircraft would satisfy them. Yet MH370 did.
I imagine everyone who comes up with a new theory, even a complicated one, must experience one particularly delicious moment, like a perfect chord change, when disorder gives way to order. This was that moment for me. Once I threw out the troublesome BFO data, all the inexplicable coincidences and mismatched data went away. The answer became wonderfully simple. The plane must have gone north.
Using the BTO data set alone, I was able to chart the plane’s speed and general path, which happened to fall along national borders.Fig. 21 Flying along borders, a military navigator told me, is a good way to avoid being spotted on radar. A Russian intelligence plane nearly collided with a Swedish airliner while doing it over the Baltic Sea in December. If I was right, it would have wound up in Kazakhstan, just as search officials recognized early on.

I posted the link to the full report, why don't you read that instead of this tin foil hat crap?

Some news reports of MH 370 towels possibly washing up on the Australian coast. Still sounds sketchy as no photos or names.

MH370: Malaysia Airlines Towelette Not From Missing Plane

"Australian officials say it is very unlikely that a towelette that washed up on the country’s west coast last summer had been on board the missing Malaysia Airlines Flight 370".




So how did they get there ????

Originally Posted by Latindancer

"Australian officials say it is very unlikely that a towelette that washed up on the country’s west coast last summer had been on board the missing Malaysia Airlines Flight 370".




So how did they get there ????

Dropped on the beach by a Malaysian tourist perhaps?

If those pictures are the actual thing it looks brand spanking new, not like it's been floating in the sea for a year.

Looks like a condom...

I guess there should be hundreds of them on the same beach.

Originally Posted by harrybarracuda

I posted the link to the full report, why don't you read that instead of this tin foil hat crap?

Yes the author is a wing nut, mad as a hatter.

About the Author


Jeff Wise is a science writer and author of Extreme Fear: The Science of Your Mind in Danger. A contributing editor at Travel + Leisure, he’s also written for Time, Businessweek, The New York Times, New York, Men’s Health, Men’s Journal, Psychology Today, Reader’s Digest, and many others.

A lifelong science enthusiast, he majored in evolutionary biology at Harvard, where studied with noted ethologist Bert Holldobler and ichthyologist Karel Liem. In his subsequent 25-year writing career, Wise’s brief expanded to include adventure, technology, and psychology. For nine years he wrote Popular Mechanics’ “I’ll Try Anything” column, which required him to pilot a Zeppelin, scuba dive under Arctic ice, endure wilderness survival training, fly loops in a WWII fighter plane, explore the endless dark of the deep ocean, drive a tank over a Ford sedan, and spend the night in an igloo he built himself.

In 2009 he published Extreme Fear: The Science of Your Mind in Danger, a book that explores this powerful emotion through a mixture of neuroscience and real-life narrative. Fear, Wise argues, is something that we all have to deal with every day; understanding the brain circuits that help a hiker survive a mountain lion attack can also help us deal with day-to-day crises like public speaking and workplace confrontations.

Since Extreme Fear’s publication Wise has moonlighted as a television presenter, appearing on shows for History, the Discovery Channel, the National Geographic Channel, and others. Since 2014 he has appeared as Aviation Analyst on CNN.

His blog posts for Slate, Gizmodo, Huffington Post, Popular Mechanics, Men’s Journal and Psychology Today have collectively received more than five million page views. His Popular Mechanics story about the doomed airliner Air France 447 was chosen as one of the 10 Best Longreads of 2011 by Longreads.com. In 2012 he broke the news on Gizmodo that tech guru-turned-fugitive John McAfee was wanted for murder, a story that triggered an international media furor. Wise’s Popular Mechanics story “How Not to Die” was named one of NextIssue’s 32 favorite stories of 2013.

He lives in New York City with his wife and two sons. In his spare time flies small airplanes and gliders.

CNN is home to the wackjobs I guess, thing that strikes me most, there are no denials, that I can find, from IMMARSAT or other alleged authorities, that the satcom was not turned off and rebooted 50 minutes later,

Easy one to disprove, time of handshakes, every 60 minutes and no rebooting of the system.

There's been nothing but obfuscation and dodgy info from the get go at Malaysia through to INMARSAT , Oz, China, USA and the world.

The plane got nicked by one of the above or their mates.

Originally Posted by jamescollister

Originally Posted by harrybarracuda

I posted the link to the full report, why don't you read that instead of this tin foil hat crap?

Yes the author is a wing nut, mad as a hatter.

About the Author


Jeff Wise is a science writer and author of Extreme Fear: The Science of Your Mind in Danger. A contributing editor at Travel + Leisure, he’s also written for Time, Businessweek, The New York Times, New York, Men’s Health, Men’s Journal, Psychology Today, Reader’s Digest, and many others.

A lifelong science enthusiast, he majored in evolutionary biology at Harvard, where studied with noted ethologist Bert Holldobler and ichthyologist Karel Liem. In his subsequent 25-year writing career, Wise’s brief expanded to include adventure, technology, and psychology. For nine years he wrote Popular Mechanics’ “I’ll Try Anything” column, which required him to pilot a Zeppelin, scuba dive under Arctic ice, endure wilderness survival training, fly loops in a WWII fighter plane, explore the endless dark of the deep ocean, drive a tank over a Ford sedan, and spend the night in an igloo he built himself.

In 2009 he published Extreme Fear: The Science of Your Mind in Danger, a book that explores this powerful emotion through a mixture of neuroscience and real-life narrative. Fear, Wise argues, is something that we all have to deal with every day; understanding the brain circuits that help a hiker survive a mountain lion attack can also help us deal with day-to-day crises like public speaking and workplace confrontations.

Since Extreme Fear’s publication Wise has moonlighted as a television presenter, appearing on shows for History, the Discovery Channel, the National Geographic Channel, and others. Since 2014 he has appeared as Aviation Analyst on CNN.

His blog posts for Slate, Gizmodo, Huffington Post, Popular Mechanics, Men’s Journal and Psychology Today have collectively received more than five million page views. His Popular Mechanics story about the doomed airliner Air France 447 was chosen as one of the 10 Best Longreads of 2011 by Longreads.com. In 2012 he broke the news on Gizmodo that tech guru-turned-fugitive John McAfee was wanted for murder, a story that triggered an international media furor. Wise’s Popular Mechanics story “How Not to Die” was named one of NextIssue’s 32 favorite stories of 2013.

He lives in New York City with his wife and two sons. In his spare time flies small airplanes and gliders.

CNN is home to the wackjobs I guess, thing that strikes me most, there are no denials, that I can find, from IMMARSAT or other alleged authorities, that the satcom was not turned off and rebooted 50 minutes later,

Easy one to disprove, time of handshakes, every 60 minutes and no rebooting of the system.

Has the author got a new book coming out by any chance?

Harry can't find IMMARSAT time line, but other sites post the reboot time, as per IMMARSAT.

Satellite communication resumes[edit]
At 02:25, the aircraft's satellite communication system sent a "log-on request" message—the first message on the system since the ACARS transmission at 01:07—which was relayed by satellite to a ground station, both operated by satellite telecommunications company Inmarsat. After logging on to the network, the satellite data unit aboard the aircraft responded to hourly status requests from Inmarsat and two ground-to-aircraft phone calls, at 02:39 and 07:13, which went unanswered by the cockpit.[5]:18[45] The final status request and aircraft acknowledgement occurred at 08:10. The aircraft sent a log-on request at 08:19:29 which was followed, after a response from the ground station, by a "log-on acknowledgement" message at 08:19:37. The log-on acknowledgement is the last piece of data available from Flight 370. The aircraft did not respond to a status request from Inmarsat at 09:15.[5][45][56][57]

I don't really believe anything I read and certainly not the official version, without doubt a conspiracy to cover up incompetence at least.

Originally Posted by thailazer

On this whole flight 370 thing, I still would not rule out an oxygen fueled fire like the one they had at the gate in Cairo on the -777 years ago. The thing that bugs me is that he had lined up perfectly for Phuket at one point, which he might have been able to do before it got too out of hand. If it burned through the ARINC 729 digital buss cabling, all those comms would have been burned out making it looks as if they were turned off. (That ARINC buss ties all the comms and non-flight systems together.) In the Cairo fire, that crew had only two minutes to get out of the white hot flames and get the PAX off. The cockpit in -370 could conceivably have been destroyed with the flight systems still okay so it was a turn south out to sea on the flight director panel when the crew realized the plane was not salvageable. I know all this sounds like a stretch, but they never found out why the crew oxygen hose started on fire in Cairo. Maybe it happened again but in flight this time.

If it did, the [lane would have crashed, not cruised off into the great beyond.

Originally Posted by Necron99

Originally Posted by thailazer

On this whole flight 370 thing, I still would not rule out an oxygen fueled fire like the one they had at the gate in Cairo on the -777 years ago. The thing that bugs me is that he had lined up perfectly for Phuket at one point, which he might have been able to do before it got too out of hand. If it burned through the ARINC 729 digital buss cabling, all those comms would have been burned out making it looks as if they were turned off. (That ARINC buss ties all the comms and non-flight systems together.) In the Cairo fire, that crew had only two minutes to get out of the white hot flames and get the PAX off. The cockpit in -370 could conceivably have been destroyed with the flight systems still okay so it was a turn south out to sea on the flight director panel when the crew realized the plane was not salvageable. I know all this sounds like a stretch, but they never found out why the crew oxygen hose started on fire in Cairo. Maybe it happened again but in flight this time.

If it did, the [lane would have crashed, not cruised off into the great beyond.

One would think that would happen, but there is still that chance that the flight control systems could stay intact as they are on a totally different communications buss. Probably unlikely, but it is possible. (I.E. the panel boxes and wiring would have to be okay while everything burns around them as occurred in the Cairo fire.)

Originally Posted by jamescollister

Harry can't find IMMARSAT time line, but other sites post the reboot time, as per IMMARSAT.

Satellite communication resumes[edit]
At 02:25, the aircraft's satellite communication system sent a "log-on request" message—the first message on the system since the ACARS transmission at 01:07—which was relayed by satellite to a ground station, both operated by satellite telecommunications company Inmarsat. After logging on to the network, the satellite data unit aboard the aircraft responded to hourly status requests from Inmarsat and two ground-to-aircraft phone calls, at 02:39 and 07:13, which went unanswered by the cockpit.[5]:18[45] The final status request and aircraft acknowledgement occurred at 08:10. The aircraft sent a log-on request at 08:19:29 which was followed, after a response from the ground station, by a "log-on acknowledgement" message at 08:19:37. The log-on acknowledgement is the last piece of data available from Flight 370. The aircraft did not respond to a status request from Inmarsat at 09:15.[5][45][56][57]

I don't really believe anything I read and certainly not the official version, without doubt a conspiracy to cover up incompetence at least.

What reboot?

ACARS turned off and the satcom system, having had no contact for an hour, automatically initiated a log on.

No-one turned it "off and on".

And how the hell you can change the Burst Frequency Offset to match the Southern track? It's just fantasy.

The first interim report explained both the default behaviour and the reasoning behind the calculations.

It explained that if the ground station does not hear from an aircraft for an hour it will transmit a ‘log on/log off’ message – a ‘ping’ – and the aircraft automatically returns a short message indicating that it is still logged on, a process described as a ‘handshake’.

The ground station log recorded six complete handshakes after ACARS, the aircraft’s operational communications system, stopped sending messages.

There was one more partial handshake as discussed above, but it probably indicated that the plane was going down, and it's unlikely that it was flying straight, hence the size of the search area.

And they've only just passed 40% of the search area completed.

Patience dear boy.

Originally Posted by jamescollister

“I’ll Try Anything” column, which required him to pilot a Zeppelin, scuba dive under Arctic ice, endure wilderness survival training, fly loops in a WWII fighter plane, explore the endless dark of the deep ocean, drive a tank over a Ford sedan, and spend the night in an igloo he built himself.

Are you confusing him with Brian Williams, who was shot selling Christmas trees as a youth?...

Here's something hat's more like the truth of the matter :

sy_gunson @sy_gunson

March 13, 2015 6:27 pm


This Business Insider article complains that nobody articulates an alternative theory. I have done so many times but the media have never addressed it. Allow me to answer that complaint by articulating an alternate theory:

ACARS signals from MH370 before take off were highly erratic and suggest some form of overheating in the avionics. The CMU processor controls data streaming for both ACARS and Transponder which many have alleged were switched off deliberately by pilots.

An alternative to this is the possibility either that the CMU failed and knocked offline both ACARS and Transponder, or that pilots did switch them off by isolating circuits trying to prevent an electrical fire.

Assume that MH370 did not turn west at IGARI but continued towards Vietnam. The captain of JAL750 spoke with MH370's co-pilot after 17:30 UTC by VHF radio which is line of sight. That line of sight would have been obstructed by the Earth's curvature had MH370 turned west at IGARI. JAL750 was flying over Buon Ma Thuot at 32,000 feet when they spoke to MH370. From this you can calculate that MH370 had to have been north of IGARI at 17:30 UTC.

If you accept this then assume that pilots instructed their autopilot to make a turn back to Kuala Lumpur at 35,000 feet, due to communications failure. Then assume that pilots were not able to control electrical discharges inside the avionics bay and a fierce fire broke out on the return flight from Vietnam.

Such a fire based on the experience of Egyptair Flight 660 in 2011 could engulf the entire cockpit in less than 30 seconds and within the same time frame could have melted a hole in the fuselage skin, venting the flames to the outside. Once pressure had reduced inside the cabin the fire would have extinguished from oxygen deprivation allowing the autopilot to continue tracking the last magnetic heading it had into the southern Indian Ocean. As MH370 flew south the Agonic Magnetic variation curved the track left towards Australia.

One final point Business Insider, INMARSAT never considered that post decompression temperatures inside the cabin fell to -53 degrees Centigrade and this altered the satellite handshake signals by shortening the signal delay. This reduced the PERCEIVED distance from the satellite and gave a false impression that MH370 flew south from above Sumatra. This error offset the BTO values west by 300-400nm westwards. Until they recalculate the BTO values properly they will never locate MH370 from satellite data. Nobody spoofed the data as Jeff Wise claims. Jeff Wise and his cohorts failed to calculate the data properly.


It was a comment at the bottom of this article :


The MH370 story isn't about hard facts, it's now about competing theories of what happened | Business Insider

^ Might involve a possible fire burning through the ARINC 629 serial buss twisted pair cable that connects to the comms, transponder, and ACARS. The CMU might not have to fail if the serial cable connecting everything together fraps. Either way, it appears from the ground that everything is switched off by a human when it is not necessarily so.

Originally Posted by Latindancer

ACARS signals from MH370 before take off were highly erratic and suggest some form of overheating in the avionics.

Where did the author get this from?

The entire ACARS log is in the report starting at preflight.

There is no anomaly indicated anywhere, and I haven't ever seen one reported.

And he's been posting a lot here : https://profile.theguardian.com/user/id/12086801

On Jan 7 he states : "It is known that before take off MH370's ACARS was exhibiting a Doppler velocity of 80-90 knots when MH370 was still parked at the gate. Only overheating of the heat sensitive AFC oscillator could replicate this effect. That means that MH370 took off with a seriously overheating CMU-900 unit and it is probably an electrical fire in this unit beneath the cockpit which triggered the loss of MH370".

He also has a Facebook page : https://www.facebook.com/sy.gunson

Originally Posted by Latindancer

And he's been posting a lot here : https://profile.theguardian.com/user/id/12086801

On Jan 7 he states : "It is known that before take off MH370's ACARS was exhibiting a Doppler velocity of 80-90 knots when MH370 was still parked at the gate.

I don't care where he's been posting.

Where is it "known", because it is not mentioned in the extensive (600 page) report and I have never seen it mentioned anywhere else.

Do you honestly believe all of the experts in this investigation would have missed an overheating electrical component?

Originally Posted by Latindancer

And he's been posting a lot here : https://profile.theguardian.com/user/id/12086801

On Jan 7 he states : "It is known that before take off MH370's ACARS was exhibiting a Doppler velocity of 80-90 knots when MH370 was still parked at the gate. Only overheating of the heat sensitive AFC oscillator could replicate this effect. That means that MH370 took off with a seriously overheating CMU-900 unit and it is probably an electrical fire in this unit beneath the cockpit which triggered the loss of MH370".

He also has a Facebook page : https://www.facebook.com/sy.gunson

Notice that he has the official track from the Malaysian government on his FB page that shows the line-up with Phuket that has always struck me as odd if someone was trying to run away with the plane. You would not head for a known primary radar installation but would just turn onto the final course. Sure looks to me like an effort to bring it to a known runway but then turning it away when they realized they had inadequate control of the aircraft. Only finding the aircraft will ever answer all the questions.