Saturday, 29 March 2014

Boeing 777 - Rescue And Communications Equipment

The authorities have announced the sad news of the Malaysian Airlines flight MH370 crashing into South Indian Ocean but the story is far from over. Like Churchill ‘we shall go on till the end’ until the core of this matter is reached. Relatives of the ‘dead’ passengers deserve more than just money from the insurance company; they have already filed a petition in USA against Boeing and Malaysian Airlines.

What happened to the airplane, where is it, who survived, who died, how did it happen and who did it, such questions always arise whenever a tragedy of such proportions takes places. Some questions have already been answered; the rest will be answered in the near future.

The authorities have stated that MH370 ‘crashed into South Indian Ocean without leaving any survivors’. As usual, fingers have already pointed out the pilots as ‘prime suspects’. I will test such assertions, debunk myths and challenge ‘facts’ in the coming articles, but ultimately only the Creator knows best.

The following information will make you appreciate better the variety of rescue and communications equipment that commercial airliners carry aboard.

Emergency Locator Transmitter (ELT)

This device is legally required to be carried aboard. With a crash over land, the distress signals are easily picked by radars and satellites but if an aircraft crashes into water, listening to such signals presents another set of problems. The killers who brought the airplane down over very deep waters knew what they were doing.

An example is the Artex ELT model B406-4 which transmits on 3 emergency frequencies (121.5 KHz, 243.0 MHz, 406 MHz). The device automatically activates during a crash and transmits the standard swept tone on 121.5 and 243.0 MHz.

Emergency Locator Transmitter (ELT)
For a period of 24 hours, every 50 seconds and each time for 520 milliseconds, the transmitter turns on and transmits an encoded digital message (aircraft type, aircraft registration number, owner’s address and telephone number, and alternate emergency contact) to the Cospas/Sarsat satellite system.

The ELT can be programmed with the aircraft's 24-bit address as well as latitude/longitude information from the aircraft navigation system. The unit is designed to interface with Boeing's Master Caution System. It is activated automatically by a 4.5 feet per second (2.3 G) primary G-switch or through manual activation. An aircraft can be pinpointed within 3 Km but when coupled with the aircraft navigation system, it can help locate it within 100m.

You may click on these links for more information, the search and rescue process, and the owner’s manual.

Does this mean the authorities, under foreign pressure, were forced to wait for the critical time period of 24 hours to elapse before initiating the search and rescue operation? The airlines are only the end users of sophisticated equipment but the manufacturers and the vendors know their own designs better.

Inactive versus de-activated ELT

"If there's a defect in the Boeing 777, the industry needs to know about it right away. Other airlines may not want to buy a 777 if there's still a cloud over this incident. The Malaysia Airlines flight did have an ELT, but it never activated. That could be because of the way it crashed; or even that it never crashed at all.

Airliners in the US and Malaysia, are not required to carry these transmitters. The underwater locators aren't helpful if the plane crashed or set down on land. If we don't find [the plane] in the next three weeks, we may never find it because that's how long the batteries last”, said Diehl, who spent 40 years designing aircraft and has worked with the NTSB, the FAA and the US military.

Boeing is not willing to comment on the success rate of the ELTs but it is generally reported that it is as much as 82% and as low as 25%.

Notice the bits ‘the WAY it crashed or even that it NEVER crashed at all’. There is speculation that the Malaysian Airlines Boeing 777 had outdated ELTs. Why would Boeing remain silent especially if its much-touted 787 Dreamliner faced Lithium-ion battery issues? Why is it being implied that the Malaysian MH370 had an unusual load of Lithium-ion batteries in its cargo hold when in 2010, UPS flight 6 , a Boeing 747, crashed at Dubai international airport carrying the same lethal cargo?

What is a black box?

A black box is actually a combination of the Digital Flight data recorder (DFDR) and the Cockpit Voice Recorder (CVR). Located in the airplane’s tail section, it is coloured bright orange, made of exceptionally strong materials, is able to withstand acceleration of 3,400g (3,400 times the force of gravity or 310 mph velocity), can withstand flames of up to 1,093 degrees Centigrade, and remain active while submerged 20,000 Ft under salt water for 30 days.
The orange 'Black Box'

30 days will be over on 6 April 2014. While the DFDR records hundreds of data inputs from flight and engine instruments, the CVR’s omni-directional microphone records cockpit sounds. Many hours of sound recording helps investigators piece together the puzzle in the event of an incident or accident.
The transcripts of cockpit conversations, sometimes being of a sensitive nature, are carefully prepared and strictly regulated. The public will seldom hear the whole true story because the investigating agencies involved will favour one or the other party through 'cooperation' with one another. A new god of this age is ‘national security’.

Beacon of hope

The flight data recorder and the cockpit voice recorder in the Boeing 777-200ER are each mounted with an underwater locator beacon. When water hits the beacon, it automatically starts transmitting a signal. For example, the Dukane DK120 underwater locator beacon used on many aircrafts, when activated, emits a pulse every second that can be detected by sonar equipment up to two nautical miles away. The beacon works at depths up to 20,000 feet—far deeper than the waters where officials believe the Malaysian plane went down. It's made to stay active for at least 30 days, as per FAA requirement, but may last a few days longer than that, depending on when it was made.

Officials also revealed that it is possible the aircraft could have landed and transmitted a satellite signal from the ground. If the plane was intact and had enough electrical power in reserve, it would be able to send out a radar 'ping'.

Commercial airliners do not just land in a jungle and disappear without a trace; that only happens in the movies. The other fact is that MH370 was ‘brought down’ over waters that are nearly 26,000 Ft deep. It is a designer tragedy spread like jam over a big evil toast.

Will they find the black box?

The loss of Malaysia Airlines MH370 presents the same challenge faced after Air France Flight 447 disappeared over the South Atlantic in 2009, with the loss of 216 lives. It took three years, millions of dollars and deep sea submarine technology before the wreck and the black box were located at 13,000 Ft below.

When vast amounts of data can be streamed in real time, we still rely on tracking down black boxes before being able to deduce the cause of a crash is astonishing. But both plane-makers and regulators have resisted repeated calls to adopt available technology to end this dependency on a recording system (and the principle behind it) dating from the 1960s.

A French investigator held a cylinder the size of a small flashlight and said: “This is what we are trying to find…in the Atlantic.” In that case it was a sonar beacon intended to lead searchers to a wreck, not the actual flight recorder which is neither black nor a box.”

Everyone needs to make a living and why not the armies of investigators and international agencies? The most sophisticated technologies are not being used in commercial airliners but in missiles and drones designed to keep the global war on terror going forever.


Every flight requires a detailed flight plan to be filed and accepted by the Air Traffic Control. Pilots just cannot take airliners up in the air or land them without proper coordination between countries and without seeking permissions in advance.

Generally VHF (very high frequency) but occasionally HF (high frequency) radios are used by pilots for voice communications. There are three VHF radios, 2 HF radios and 2 satellite radios aboard a Boeing 777. The chances of all of them failing are virtually zero. Although there are definitive radio failure procedures for every kind of airspace and airport, none of the professional pilots I know have ever witnessed a complete radio failure in their careers.


Controller-Pilot Data Link Communications (CPDLC) enables the flight crew to read and answer Controllers instructions; this keeps communications frequencies less clogged. During an eight hours long flight, a pilot will call or respond to dozens of Air Traffic Controllers. One cannot just keep flying without uttering a word, expecting to get away with communications violations.


The Aircraft Communications Addressing and Reporting System (ACARS) is a digital datalink system for transmission of short messages between aircraft and ground stations via air-band radio or satellite. These messages can be requests to Air Traffic Controllers for clearances, aeronautical operational control and airline administrative control.

At the start of each flight phase, an ACARS message is transmitted to the ground describing the flight phase, the time at which it occurred, and other related information such as the amount of fuel on board or the flight origin and destination. These messages are used to track the status of aircraft and crews.

ACARS is used to send information from the aircraft to ground stations about the conditions of various aircraft systems and sensors in real-time. Maintenance faults and abnormal events are also transmitted to ground stations along with detailed messages, which are used by the airline for monitoring equipment health, and to better plan repair and maintenance activities.

ACARS interfaces with interactive display units in the cockpit, which flight crews can use to send and receive technical messages and reports to or from ground stations, such as a request for weather information or clearances or the status of connecting flights. The response from the ground station is received on the aircraft via ACARS as well. Each airline customizes ACARS to this role to suit its needs.

At times the datalink can have temporary interruptions due to various reasons but no pilot ever deliberately disables the ACARS.


transponder is a device that emits an identifying altitude signal in response to an interrogating received signal, meaning, the Controllers know who is where at any given moment. Pilots select (‘squawk’) four-digit codes for normal use, emergency situations (a fire that cannot be put out etc.), unlawful interference (hijack) and communication failure (loss of contact with other aircrafts and/or Air Traffic Controllers).

There are roads and crossings in the air; things are much more systematic than they are on the ground. Deliberately switching off the transponder or having an inoperative one aboard means that many controlled airspaces cannot be overflown. The Air Traffic Controller will always remind the pilot if he ever reads back the assigned code correctly but inadvertently selects the wrong one; for example, 4453 instead of 4493, since nine and five can sound the same sometimes.

Was the transponder switched off?

Near the cross-over point between Malaysian and Vietnamese air traffic controllers, the plane’s transponder, which emits an identifying signal, was switched off or, less likely, failed. According to a military radar, the aircraft then turned and flew back over Malaysia before heading in a north-west direction.

First of all, pilots never ever switch off the mode a transponder’s mode ‘Charlie’ because most countries will not allow commercial flights to overfly them under this condition. And if the transponder fails, the Air Traffic Controllers will be the first ones to say: “Switch on or recycle your mode Charlie”. A commercial pilot will never make odd aerial moves as it is an invitation to trouble and which he always avoids unless he has someone pointing a gun at him.
You can see 'them' on the TCAS


The Traffic Alert and Collision Avoidance System (TCAS) informs aircrafts about intruders above, below and those crossing its flight path from various directions. The system provides audio visual guidance to help the pilots avoid threatening or potentially dangerous situations in the air. The TCAS drastically reduces the pilots’ workload of always keeping a visual lookout for other traffic. It is like having bumper sensors in automobiles that help one stay away from trouble.

Calling facilities for passengers

Passengers can make calls from modern airliners but using their personal mobile phones is only possible on some airlines, select flights and certain types of aircrafts. In-seat satellite phones are also available and so is Wi-Fi for SMS, emails and surfing. Of course, terms and conditions apply as every little bit costs extra money but which businessmen do not mind paying.

Whether passengers altitudes called their relatives on the morning of 9/11 while cruising at great  is very questionable. The covert agencies do not need voice actors now to mimic our voices; we have already provided them with free voice samples through Skype and other social media. They can easily make anyone sound like anybody else. Have you never wondered why all of this wonder-FOOL technology is absolutely free?

Did anybody 'track' the MH370?
CB radio enthusiasts and bird-watchers

Commercial Band (CB) radios enthusiasts, VHF radio listeners and even people with special world-band radios can easily tune in to HF broadcasts of commercial airliners. Add to this, various websites that track commercial traffic and which ordinary people use for monitoring headings, altitudes and squawk codes. An amazing amount of live information is available to flying buffs, some of whom take pictures of airplanes landing at and taking off from various airfields. Sometimes friends and relatives track flights for fun.

How is it that thus far not one person has come up with a record of MH370 that challenges the official story of the crash? The airliner was a sophisticated $250 million machine, not a child’s toy that it should remain hidden.

Whether it is Lady Diana’s ritual murder in a Parisian tunnel or the ‘inside job’ of 9/11, the public’s mobile phones, cameras and laptops are the first items that are whisked away by the super-efficient authorities in order to destroy all evidence of well-coordinated wrong-doing. Common people are not expected to possess common sense and their intelligence is seldom allowed to exceed that of the covert ‘intelligent’ ones.

In conclusion

The information presented here is freely available to all on the internet. Now that you know what kind of sophisticated rescue and communications equipment airliners carry aboard, you must also understand that the spy satellites are not up there serving humanity but rather shamelessly spying on it round the clock, gathering and storing bits and bytes of our lives.

The more ‘security’ the system claims to provide to the people, the greater the threats that arise from it. Each failure is followed by yet more security designed to make people choke on it. Even if half the Earth’s population guarded the remaining half, ‘security’ problems will still remain. Environments of mistrust are created by insecure leaders not by free-thinking people. Leaders frequently forget that they too were once ‘people’ before turning into very important persons (VIPs) at our expense.

Please also read parts 1, 2 and 3 of the MH370 story. In the next article I will deal with the insinuations and veiled accusations hurled at the pilots of Malaysian Airlines flight MH370. In the meanwhile, have a safe trip if you are travelling by air.

©Tahir Gul Hasan 2014

Related stories:
Part-1 Malaysian MH370 - Too Many Cooks
Part-5 A Hole At The Bottom Of The Sea

The text in italics has been copied from various sources on the internet and at places edited for clarity only. I apologise for not being able to provide copyright information for each and every image.
Malaysian Airlines aircraft
Images of DFDR & CVRBlack BoxTCAS

Monday, 24 March 2014

Dead Men Fly No Planes

George Orwell, the writer of Nineteen Eighty-Four, once said: “He who controls the past controls the future, and he who controls the present controls the past.”

By George, what we learn from history is that we learn nothing and that is why the future seems bleak. And unless the masses open their wide shut eyes, the mainstream mass media’s Venetian masks will continue to hypnotise the public’s collective mind using ‘breaking news’ and ‘latest updates’ as programming tools. The powerless Wizard of Oz can easily be unmasked if you switch off that giant idiot-box in your living room that was invented to break humanity down through ‘entertainment’.

Egypt Air flight 990

Nau do giarah (9, 2, 11), an idiom of Urdu language, is used when a person absconds after committing a crime and leaves the scene without a trace. While America’s murderous 9/11 (nau do giarah) was still in the planning stage, a test run was made to prepare the public to absorb the sinister suggestion of Muslim pilots being suicidal religious extremists.

Egypt Air’s flight 990, a Boeing 767 crashed on 31 October 1999. The so-called ‘findings’ pointed out that “the co-pilot pushed the aircraft into a dive while reciting Allah’s name. He then shut down both engines while the captain was in the toilet. When the captain returned they both struggled by applying opposing forces to the control column and which broke the elevator section.”

It needs to be clarified that even a non-practising Muslim, during the last moments will remember Allah often. A Christian would perhaps remember Jesus; a Hindu would chant the names of various gods and goddesses and so on. Hence, the utterance of the Egyptian co-pilot need not be considered abnormal.

Of particular importance to students of the occult will be the fact that the crash occurred on Halloween, a pagan devil-worshipping event now celebrated globally. The flight’s number (99), the date (31) and the year (1999) possess an occult significance, just as the dates for the atomic attacks of 6 and 9 August 1945 on also Japan do. I encourage you to explore these dark matters on your own since it is beyond the scope of this article.

During the course of the investigation it was revealed that 30 Egyptian military officers were also on board. This annoyed the Egyptian government of Hosni Mubarak that wanted to keep a lid on this fact. Newspapers in Cairo were prevented by censors from reporting the officers' presence on the flight.

The cockpit voice recorder recorded the First Officer repeating "I rely on God" eleven times while the Captain asked repeatedly "What is this?"

If the suicidal co-pilot had glued himself to the controls, no captain would just sit there asking “what is this?” Since other Egyptian crew members were also aboard, how is it that they did not aid or were not asked to help by the captain? Is it conceivable that this “I-rely-on-God/what-is-this?” routine was repeated eleven times like a take of comedy movie?

Two weeks after the crash, the NTSB proposed declaring the crash a criminal event and handing the investigation over to the FBI. Egyptian government officials protested, and Omar Suleiman, head of Egyptian intelligence, travelled to Washington to join the investigation.

Instead of the intelligence chief, the head of the Egyptian civil aviation should have gone to Washington. Recall how General Mehmud Ahmed (the Director General of ISI) was in USA when 9/11 happened. And recall how Rudolph Giuliani (mayor of New York City during 9/11) and Israel’s Finance Minister Benjamin Netanyahu just happened to be in London for an ‘economic conference’ organised by TASE (Tel Aviv Stock Exchange) when the 7 July attacks happened.

In February 2000, an Egypt Air 767 Captain, Hamdi Hanafi Taha, sought political asylum in London after landing his aircraft there. In his statement to British authorities, he claimed to have knowledge of the circumstances behind the crash of Flight 990. He is reported to have said that he wanted to "stop all lies about the disaster," and to put much of the blame on Egypt Air management.

Capt. Taha was threatened with suspension if he did not report back to Egypt for duty. What was he attempting to say: that the Egyptian government, the recipient of massive American military aid, was somehow involved in a sinister plan to get rid of some ‘liabilities’?

U.S. sources say Capt. Taha told FBI agents that he heard second-hand reports about a meeting between Batouti and senior Egypt Air pilots in New York a day or two before the crash. According to Capt. Taha, the senior pilots told Batouti that Egypt Air was fed up with his shenanigans, which included complaints of sexual harassment. The pilots informed Batouti that because of his antics, Flight 990 would be the last flight of his career.

Some investigators learned that he was supposedly reprimanded for inappropriate behaviour with female guests at the Hotel Pennsylvania, a New York City hotel often used by Egypt Air crews. The reprimand also included the removal of Gameel Al-Batouti's privilege of flying any flight to the United States." Hatem Roushdy, an Egypt Air official said to be responsible for the alleged reprimand, was a passenger on Flight 990.

NTSB sources say that while Capt. Taha, an alleged Islamic militant, has "credibility problems," American investigators believe that his story is a key piece of the puzzle. At the FBI's request, however, the NTSB is keeping secret the bureau's interviews with Taha. The Egyptians were so concerned about Taha's story that it insisted U.S. officials interview a senior Egypt Air pilot who could refute Taha's allegations. A transcript of that interview quotes Egypt Air Capt. Mohamed Badrawi denying any confrontation between himself, Batouti and an Egypt Air chief pilot in the days before the crash. A passenger on Flight 990, this chief pilot too died in the crash.

U.S. officials say Egyptian authorities obstructed efforts by American investigators to look into Batouti's lifestyle and to corroborate Taha's story. The Egyptians (and the American experts they hired to help discredit the NTSB's theory) insist the crash was caused by a still undetermined mechanical problem.

The NTSB and FBI sent officials to interview Capt. Taha, while Osama El-Baz, an advisor to Egyptian President Hosni Mubarak, said, "This pilot can't know anything about the plane; the chances that he has any information [about the crash of Flight 990] are very slim." Egypt Air officials also immediately dismissed Taha's claim. Taha's information was reportedly of little use to the investigators, and his application for asylum was turned down.

What if Capt. Taha did say more to the authorities? What if his British interrogators—after a wink from Hosni Mubarak—decided to discredit the information the captain provided? Politics is the art of the impossible, they say.

Capt. Taha's statements provide a possible motive for why al-Batouti may have deliberately crashed the plane. According to Taha, the officer had recently been demoted by an Egypt Air executive, who was on board the plane.

Pilots are mostly family-men, strong-willed leaders who possess nerves of steel and brave storms while flying. They might face demotions or failures during training or line-checks but they never contemplate crashing or killing innocent passengers.

Both the NTSB findings and that of the Egyptian Civil Authority painted contradictory pictures that indicated that the debris on the ground did not suggest mechanical failure occurring in the Boeing 767 and that supporting official lies seemed more important than the whole truth.

Whenever a manufacturer of an aircraft is blamed for a component failure, huge monetary penalties or design modifications are involved. No manufacturer or ground agency wants to get blamed or taken to task. What is the easiest way out? Blame the pilot who cannot return from the grave to tell the whole truth. This is not to say that pilots never make mistakes in the air. What needs to be condemned is the modus operandi of the investigating authorities.

Flight data showed that the flight controls were used to move the elevators in order to initiate and sustain the steep dive. The flight deviated from its assigned altitude of 33,000 feet (FL330) and dove to 16,000 feet over 44 seconds, then climbed to 24,000 and began a final dive, hitting the Atlantic Ocean about two and a half minutes after leaving FL330.

This data is absolutely unreal. The fact is that most airliners cruise between Mach 0.78 and 0.86. Mach 1 means 100% speed of sound and 0.86 represents 86%. Hence, Mach is the ratio of air speed to the local speed of sound at a certain altitude and is dependent upon ambient temperature, atmospheric pressure and density of the medium that sound passes through. In dry air at 20°C (68°F), the speed of sound is 343 metres per second (1,125 Ft/sec), 1,234 kilometres per hour, 767 mph, about a kilometre in three seconds or a mile in five seconds.

Now even if we assume that the Egyptian Boeing 767’s both engines were shut down and it fell like a stone from 33,000 Ft, the rate of acceleration would be 9.8 m/second square (at sea level). Hence with each doubling of time, the acceleration rate would double as well. For example, after one second, 9.8 m/s; after 2 seconds, 19.6 m/s; after 4 seconds, 39.2 m/s, until at 44 sec, 431.1 m/s.

After one second an object will travel a distance of 4.9m; after 2 sec, 19.6m; after 4 sec, 78.4m and at 44 sec it will reach 9,486m (31,115 Ft). Also, the Mach reached after 44 seconds will be far above the speed of sound. Egypt Air’s structure should have failed completely due to extreme stresses on the airframe caused by nose-diving to exceed the speed of sound at such high altitudes. The data of the ‘findings’ just does not add up.

A commercial airliner cannot be made to lose 17,000 feet in 44 seconds because that will require an unheard rate of descent (ROD) of 23,182 feet per minute—a virtual vertical drop from which recovering to climb back to 24,000 feet would be another stunt fit for Superman! But then such is the unbelievable data that the investigators ensure the public digests without asking questions.

The Egyptian Civil Aviation’s 1665 page report refuted the report that took NTSB eighteen months to compile and in which it never mentioned the deliberate pushing down of the control column by the co-pilot but rather ruled it out.

The Egyptians cited many Boeing 757 incidents in which other airlines suffered elevator malfunctions. The ECAA believed the co-pilot was attempting to control the aircraft during an elevator malfunction and this could only be proven through the data recorded by American radars which the Americans refused to supply. The Egyptians also speculated that the ‘pilots might have taken evasive action to avoid collision with an unknown object’—they probably did not wish to say the ‘object’ might have been an American missile.

London's Sunday Times, quoting unnamed sources, speculated that co-pilot Al-Batouti (ex-Egyptian Air Force pilot) had been "traumatized by war," and was depressed because much of his fighter squadron colleagues in the 1973 war had been killed. Another theory proposes that the aircraft was passing through a military zone, without proper co-ordination, and suffered from electromagnetic interference.

Whatever the truth, only one body out of the 217 was ever recovered from the crash site while the agencies and the mainstream media blamed the pilots for the crash.

Korean Airlines flight KAL-007

This is the mother of all true crash stories and if this will not convince you that something was fishy aboard Malaysian Airlines’ NH370, nothing else will.

Romantically unrealistic image of air travel
On 01 September 1983, a Boeing 747 of the Korean Airlines’, flight KAL-007 , was shot down over the Sea of Japan by Russian fighters as it entered Russian prohibited airspace. All 239 aboard died.

Whenever restricted (R) or danger (D) airspaces are active along the route to be flown, the pilots are always notified. These areas are geographically defined and clearly depicted on Avigation charts. 

There was a heightened alert in the area the Boeing flew over that fateful day because the Soviets had scheduled a missile test. Not to be left in the dark, US Air Force RC-135 reconnaissance aircrafts were also flying in the same area. When the Korean airliner went off-course by hundreds of miles, the Russians shot it down and accused the Koreans of spying, testing their defence preparedness and provoking a war.

Lawrence of America

Just as an American ambassador, Arnold L. Raphel, was aboard General Zia-ul-Haq’s C-130 aircraft that crashed and killed everyone on 17 August 1988, a very important person, a US congressman by the name of Lawrence Patton McDonald was aboard the fateful KAL-007. He was a fierce opponent of both Communism and the Rockefeller-sponsored global government and, as General Patton’s cousin, was considering running for the American Presidency.

The International Committee for the Rescue of KAL 007 Survivors, a group made up of some families of the victims believe that McDonald and others aboard Flight 007 survived the shoot-down. The committee corroborates this theory with claims that Soviet military communication and black box transcripts show a post-missile detonation flight path at 5,000 metres (16,000 Ft) for almost five minutes. After the stricken aircraft was over the Tatar straits and within Soviet territorial waters, it began a slow spiral descent.

Six hours after the plane was downed, the South Korean government issued an announcement that the plane had merely been forced to land abruptly by the Soviets, and that all passengers and crew were safe.

The Soviets did not acknowledge shooting down the aircraft until September 6. Eight days after the shooting down, Marshal of the Soviet Union and Chief of General Staff, Nikolai Ogarkov, denied knowledge of where KAL 007 had gone down: "We could not give the precise answer about the spot where it [KAL 007] fell because we ourselves did not know the spot in the first place."

The Soviet Union refused to allow other countries to search their area. Nothing was found by the joint U.S.–Japanese–South Korean search and rescue-salvage operations in international waters at the designated crash site or within the 225 square nautical-mile (770 km2) search areas. Oddly, the civilian divers found only some shoes but no suitcases or parts of the 269 bodies underwater because during the past two weeks the Soviet Military divers and trawls had been hard ‘at work’.
Selling 'sex'  instead of safety

The US government quickly released a substantial amount of highly classified intelligence information and condemned the Soviet actions. The Soviet news agency, TASS, initially acknowledged intercepting an “aircraft that hand no blinking lights and did not respond to the interceptors’ warnings”.

On September 5, 1983, U.S. President Ronald Reagan condemned the shooting down of the airplane as the "Korean airline massacre", a "crime against humanity [that] must never be forgotten" and an "act of barbarism... [and] inhuman brutality".

The US ambassador to the UN made an audio-visual presentation to discredit the Soviets who in turn challenged some American ‘facts’ and also mentioned flight KAL-007’s path being crossed by US Air Force reconnaissance RC-135 airplanes in the area. It was a war of words and ideologies in which both sides presented ‘solid proofs’ against one other while the sharks tore apart the victims’ bodies in the sea.

President Ronald ‘Ronnie’ Reagan then ordered the FAA to revoke Aeroflot’s license which prevented the Soviets from flying into or out of America; this economic sanction lasted for three years.

An emergency session of ICAO was held in which the Soviets used their veto power to block a UN resolution that condemned their shooting down of the KL-007 flight. The Soviets later regretted the shooting down of the flight but never apologised or paid compensation to the victims’ families. They preferred blaming the CIA for the “criminal provocative act”.

The transcripts and the flight data recorders were only handed over to the Americans after eight long years once the Soviet Union collapsed. Incredibly, the audio tapes of US Air Force radars were magically ‘erased’ or ‘destroyed within 30 hours of the incident’. Any evidence of wrong-doing surely would have bogged the American government down with lawsuits.

Sign outside Oak Ridge nuclear 'factory'
The loss of 269 lives brought about important changes in the aviation industry: military interceptors would not shoot unarmed civilian aircrafts, and quick and just compensation to benefit the victims’ families would be provided. Technological improvements came along that allowed radars to track aircrafts over greater distances, navigation accuracy and avionics improved, and free GPS for civilian use was approved.

Pakistan International Airlines PK-404

Every airline pilot knows that not reporting correct positions to the air traffic controllers is a serious offence. And if one overflies danger or prohibited areas of a country, its Air Force jets will intercept the flight, have it turn back, force it to land at the nearest suitable airport or shoot it down in case of continued violation. My article The Snow Will Melt deals with the mysterious disappearance of PK-404 of Pakistan international Airlines in 1988.

In Conclusion

Malaysian Airlines MH-370 registration 9M-MRO, the 404th Boeing 777-2H6ER produced, manufacturer’s serial number 28420, but where is it? Having studied in detail the fates of the Egyptian and the Korean flights, it is perfectly natural for a reader to believe that the covert agencies of the superpowers are ‘at it’ again.

Countries arm themselves against each other and ‘representative’ governments do the same to protect themselves from civilians who they insist must be disarmed. The real ‘global terror’ is the people rejecting all the disinformation and media propaganda. Current cyber laws require the internet service providers (ISPs) to provide lists of websites that subscribers visit, just as librarians must also  monitor what ‘dangerous’ books are being borrowed. But no matter how many mountains of money are spent on spreading official lies, the public will always find out things on its own—a trend that truly worries the ‘system’.

So many wars were started on bogus pretexts in which millions of soldiers and civilians were brainwashed into thinking they were good while the other side was pure evil. The people want peace and life yet the ‘system’ encourages wars and death. Now that the entire world has been declared a terror stage, the audience is growing very tired and impatient. The Knights of the New World (dis)Order are unafraid of God but terrified of the ‘population bomb’.

The true pyramid of  Life
The technology to ‘take out’ dissenters is being tried around the globe. Hollywood movies continue to ‘programme’ us for what is already around the corner: killer drones programmed to automatically eliminate opponents of the ‘system’.

The patience of relatives of the passengers of all the ‘lost’ airplanes is commendable; their prayers will provide comfort to themselves and to the deceased. It would help if they placed all their trust in the Maker and addressed all grievances to Him alone. To the relatives, their missing loved ones will always matter more than anything on Earth. For now, we are all being told half-truths which are equivalent to lies.

©Tahir Gul Hasan 2014

Related stories:
Part-1 Malaysian MH370 - Too Many Cooks
Part-4 Boeing 777 - Rescue And Communications Equipment

Photographs of Egypt Air and Korean Air were taken from their websites and advertising campaigns.
The text in italics has been copied from various sources on the internet and at places edited for clarity only. I apologise for not being able to provide copyright information in each and every image.

Thursday, 20 March 2014

Malaysian MH370 – New Tricks, Old Game

If the ‘agencies’ can track citizens through mobile phones, how are they unable to find a missing airliner? They now claim it “landed in the Maldives (Indian Ocean)”, “went missing southwest of Australia”, or “followed a Singapore Airlines flight” to a place that only God knows.

With 239 souls aboard, the Malaysian Airlines MH370’s status is shown ‘delayed’ but not missing. The authorities are still in a tragic wild goose chase designed to torture the minds of the relatives.

No news channel or reporter is interested in history that is begging to be read. Now switch off that 60-inch wide idiot-box in front of you and read on.

Asylum-seeking hijacker co-pilot

An asylum seeking co-pilot hijacked Ethiopian Airlines’ Boeing 767 on 17 February 2014 and landed safely in Switzerland. He locked the captain out of the cockpit and threatened the passengers: “Remain calm or I will shut off your oxygen supply.”

The hijacking occurred just twenty days before the Malaysian Airlines flight MH370; it cannot be regarded as a coincidence. It is a desperate world and some people will do anything for money.

Is Boeing safe?

The Boeing 777 is regarded as having an "almost flawless" safety record, one of the best of any commercial aircraft since it first flew in June 1995. Only two previous serious accidents have taken place.

January 2008: Formation of ice crystals in the fuel system of British Airways Flight 38 caused it to lose power and crash-land just short of the runway at London Heathrow Airport. 47 passengers were injured.

July 2013: Three passengers died and 181 were injured when Asiana Airlines Flight 214 crash-landed on final approach to San Francisco International Airport.

Both aircraft were damaged beyond repair. In the second incident, the authorities quickly painted as criminals the ‘tired and silent captain who did not take over control of the aircraft’ and the ‘first officer who was making his first landing’. Such sweeping statements only confuse non-pilots because the latter was not making the first landing of his life.

An aircraft manufacturer will always play it very safe and legal if events point to the failure of an engine, the airframe or even a screw. If investigations and findings discover problems at the design or manufacturing ends, suspension or cancellation of airplane orders worth billions of dollars might take place. Everything revolves around successful business and retainable jobs. In this technology war Boeing and Airbus represent America versus Europe because these hi-tech companies also fill the needs of the defence sector in addition to making commercial airplanes.

With expert Malaysian pilots flying a ‘very safe’ Boeing 777 in clear weather, why are important clues being disregarded, why are fingers being pointed at ‘suspected’ countries, and why are covert organizations playing mind games with the public?

Malaysia Vs China

With over 152 Chinese and 50 Malaysian nationals missing on Malaysian Airlines’ flight MH370, this could be an attempt to spoil Malaysia’s relations with China. The capitalists, who have already moved their businesses to China, would not mind secretly embarrassing Communist China in this global race for the bodies, the souls and the pockets of men. China and Malaysia, both Asian tigers, need not growl at one another in what is being turned into a political arm-wrestling match.

Let us also not forget the glowing ‘tribute’ Malaysia’s Prime Minister Mahathir Muhammad  once paid to Jewish control over global finance. He angered the Ashkenazim ‘chosen people’, the Biblical ‘meek’ who have miraculously ‘inherited the Earth’ in the ‘promised land’ of Palestine where the silent minorities of African ‘black’ Jews and the Hebrew ‘brown’ Jews are still discriminated against.

While some claim that the airliner “landed somewhere close to the Chinese border (Kyrgyzstan or Kazakhstan)”, the fact is, the ‘relatives of the missing Chinese have threatened to go on a hunger-strike if Malaysian Airlines will not give them the information they need’. People are angrily asking pointed questions at press conferences while China has deployed 21 satellites to look for the missing plane. But how many satellites do they really need before the truth is found?

The Iranian angle

Nuclear-minded, sanctioned-ridden but proud Iran was also blamed for the ‘hijack’ of the Malaysian airlines. Its ex-President, Mahmoud Ahmadinejad, is known as ‘holocaust denying anti-Zionist’ who, by claiming that “the Jews are a European problem”, lit up many fuses in Israel. Any person or country that dares to oppose Israel could be ‘taken care of’ in a manner depicted in the movie Munich, which is the story of officially assassinating the killers of Israeli athletes who died in 1974 at the Munich Olympics.

Recall the killing of 290 passengers when the reckless captain of the American Navy’s guided missile cruiser Vincennes shot down Iran Air’s Airbus-300 in the Persian Gulf on 3 July 1988. The US government insisted it was a case of ‘mistaken identity’ but was dragged to the International Court of Justice where it ended up paying $61.8 million to the Iranian victim’s families. The compensation was characterized as being on an ex gratis basis, and the US denied having any responsibility or liability for what happened.

The public was made to forget everything when, on 21 December 1988, the Lockerbie incident happened over Scotland in which 270 people lost their lives. This time a Muslim country’s leader, Muammar Gaddafi, was directly implicated. Of course, on 15 April 1988, and before Lockerbie happened, 66 American jets had already bombed ‘key military sites’ in Libyan, one of which was Gaddafi’s adopted baby daughter, Hanna.

President Reagan justified the attacks by accusing Libya of direct responsibility for terrorism aimed at America, such as the bombing of La Belle discotheque in West Berlin 10 days ago. How the security of a drinking den in Berlin threatened America’s security or justified an attack on Libya is beyond belief.

The Russian slant

There is talk of America creating this crisis to divert the public’s attention away its attitude about Russia. Obama’s desperate administration has already been thrown off balance by Putin’s Judo tactics in Crimea; it is From Russia With Love all over again.

8 March is an important date which is also Malaysian MH370’s ‘disappearance’ date. On this date the Americans accused the Soviets of using poison gas (1982) and Ronald Reagan referred to U.S.S.R. as the "evil empire" (1983). Then we have George ‘war’ Bush calling certain countries “axis of evil”—a classic case of that son of a CIA director, that pot from Yale’s Skull-and-Bones dungeon calling a KGB colonel's kettle black. Sanctions have hurt Iraq, Iran, Libya, Syria, Pakistan, and now it is Russia; the USA may as well be called the United SANCTIONS of America.

Last words

The last words from the [Malaysian MH370] plane - "all right, good night" - were believed to have been said by co-pilot Fariq Abdul Hamid to air traffic controllers at 01:19 as the plane left Malaysian airspace.

Pilots can sound grumpy, tired, impatient or angry; they are humans too. Saying “alright, good night” has suddenly become a dangerous phrase and news channels are labouring hard over insignificant details in order to prove that the co-pilot or the captain is guilty of hijack and sabotage.

‘VIP’ technocrats

A spokeswoman for Freescale Semiconductor confirmed “20 employees  aboard the MH370. 12 employees were from Malaysia and 8 from China were based in several manufacturing sites in Kuala Lumpur and Tianjin, China. These were people with a lot of experience and technical background and they were very important people.”

The 239 people aboard belonged to 15 countries. It is no coincidence that the Carlyle Group has heavy investments in Freescale Semiconductor which holds over 6,000 patents of leading edge technology. Interestingly, Carlyle's 2001 investor conference took place on the morning of a 'controlled demolition' called 9/11. In the weeks following the meeting, it was reported that Shafiq bin Laden, a member of the Bin Laden family, had been the ‘guest of honour’, and that they were investors in Carlyle managed funds.

Carlyle has been profiled in two documentaries: Michael Moore's Fahrenheit 911 and William Karel's The World According to Bush. President George ‘war’ Bush, Frank C. Carlucci, James Baker (“War is all about jobs”), British Prime Minister John Major, and other lost minds had deep connections with the Carlyle Group.

Also linked to Freescale Semiconductor are Blackstone Inc. and many other financially bankrupt institutions. They in turn are joined at the hip to Lehman Brothers and Kohn-Loeb & Co. One founder of Blackstone is Jewish and a member of Skull and Bones (Yale University cult that George W Bush also belongs to), while another was Chairman of Council on Foreign Relations (CFR). Anyone who knows anything about global finance, hedge funds, sub-prime mortgage scams, and Ponzi schemes will be fit together these pieces of the jigsaw puzzle.

The patent theory

Links between the plane's mysterious disappearance and the radar-blocking capabilities of some of the aeronautical hardware technology produced by Freescale have been published by Before Its News.

"It is conceivable that the Malaysia Airlines Flight MH370 plane is 'cloaked', hiding with high-tech electronic warfare weaponry that exists and is being used. This type of technology is precisely the expertise of Freescale.”

The anonymous author refers to Israel’s capabilities of attacking Iran by jamming the electric grid, internet, and cell phone network by using devices such as one that mimics a maintenance cell phone signal that commands the cell network to ‘sleep’.

“Four days after flight MH370 goes missing, a patent is approved. 4 of the 5 patent holders are Chinese employees of Freescale Semiconductor of Austin TX. The fifth is the company itself. Each patent is divided into 20% increments to the 5 holders:

Peidong Wang, Suzhou, China, (20%), Zhijun Chen, Suzhou, China, (20%), Zhihong Cheng, Suzhou, China, (20%), Li Ying, Suzhou, China, (20%), Freescale Semiconductor (20%).

If a patent holder dies, the remaining holders equally share the dividends of the deceased so long as it’s not disputed in a will. If 4 of the 5 patent holders die, then the remaining patent holder gets 100% of the wealth of the patent. That remaining patent holder is Jacob Rothschild who owns Freescale Semiconductor through Blackstone, and who themselves own Freescale. Here’s your motive for the missing Beijing plane – all 4 Chinese patent members were passengers on the missing plane.

Patent holders can alter the proceeds legally by passing wealth to their heirs. However, they can only do that when the patent is approved. It simply enables evil-minded scum the opportunity to commit skulduggery. So when the plane went missing, the patent had not been approved. As soon as the plane went missing (‘operation successful’), the patent is approved and Rothschild once again gets the 100% once the other four patent holders are declared deceased.”

Interestingly, a former El Al Airlines security chief (former member of the Israeli Secret Service), blames the Iranians for the Malaysian episode. Despite their love for Israel, the Iranians have not yet blamed that country for this ‘mystery’ disappearance.

In Conclusion

Stories of airplanes make history very readable. Pearl Harbour, Hiroshima-Nagasaki, 'inside job' 9/11, and Pakistani history's aviation-related 'accidents' are essential reading material.

By making up stories about the missing Malaysian MH370 flight, currently the authorities are aiming to confuse the masses by planting false memories into peoples' brains. Let us pray the final findings on the Malaysian flight MH370 do not tilt to help the perpetrators, the  images and voice recordings do not become doctored ‘evidence’, and that the whole truth emerges sooner rather than later.

©Tahir Gul Hasan 2014

The text in italics has been copied from various sources on the internet and at places edited for clarity only.
The illustrations and the images too came from various sources (one is Malaysian Airlines website), some without ownership information. I apologise for not being able to provide copyright information.