A Hole At The Bottom Of The Sea

Malaysian Airlines flight MH370 (shown in red colour)

An ancient children’s play song includes elements such as "There's a hole at the bottom of the sea". Let there be no doubt: the MH370’s kill-zone over troubled waters was carefully chosen, a location so remote that neither the relatives would be able to reach it on their own, nor evidence of wrong-doing ever be found.

And even if MH370 crashed elsewhere, the ‘evidence’ might have been carried away for dumping in an area where the average depth of the ocean is around 9,000 Ft. The global actors have only presented forever-changing theories and modified old ones to confuse the public. Using such delay tactics it will become easier to doctor evidence for yet one more ‘official finding’.

Two 'crash' locations of MH370 near Perth

Roaring Forties

The MH370’s suspected crash site southwest of Perth is notorious for strong winds and turbulent waters, hence the name ‘Roaring Forties’. With 26 days already spent ‘searching’, the forces of nature will scatter the debris over an area hundreds of miles across. Although “floating objects were spotted in satellite images”, they were turned out to be discarded fishing equipment. Who knows where the trawlers have taken the debris and in what novel manner it will be ‘pieced together’ for the world?

Diamantina Deep (above), SEIR (below)

Pilots do not bother themselves with the skies but with ocean depths. Those who brought down MH370 had certainly done their ocean math. The suspected crash area has an under-water ridge in which the airplane is expected to vanish forever. In 2009, when Air France Flight 447 crashed in the middle of the Atlantic Ocean, it took $40 million, four lengthy search expeditions and two years to find the black box. Expect expensive specialists to hunt for the wreckage of MH370.

The Diamantia Deep (in red) is very deep

Diamantina Deep

The Diamantina Deep is the deepest location in the South Indian Ocean, 26,401 Ft (8,047m) deep,and not ‘23,000’ as stated by the authorities. The red portion in the map is the Southeast Indian Ridge (SEIR) which is a divergent tectonic plate boundary located along the seafloor of the southern Indian Ocean. It separates the Indo-Australian Plate to the north from the Antarctic Plate to the south.

St. Paul (South Indian Ocean)

Of particular interest are the Southeast Indian Ridge's islands of Saint-Paul (38.7S & E77.5E, measuring 4 Km by 4 Km) and Amsterdam (37.8S & 77.5E, measuring 7 Km by 10 Km). The longitude 77E reminds one of American Airlines flight 77 that was ritually destroyed on 9/11.

Amsterdam (South Indian Ocean)

Images from Google Earth show some odd things such as: painted clouds only over Amsterdam but a cloudless surrounding ocean, the strange bluish haze around both the islands, and the clear ocean immediately surrounding the islands that is clear and dark green in colour. What skeletons are they hiding in their closets? The images are dated 2014; did they ‘update’ them after the MH370 crash to cover something they did not wish the public to notice?

Possible Locations

The number of plausible runways where the plane could have touched down (which need to be at least 5,000 Ft) are 634 or higher, from Australia to the Maldives to Pakistan.

South East Indian Ridge (SEIR)

The authorities might have checked some runways but checking all militarily ‘sensitive’ locations is considered out of the question. The search is, therefore, incomplete and will remain so. If “US investigators say faint pings were being transmitted for several hours after the flight lost contact with the ground”, why did Obama & Company not help the Malaysian authorities? Why does the pilot-ATC transcript contain no MAYDAY call from the pilots?

Malaysian officials have stated that there was “sealed evidence” in regard to the missing flight that cannot be disclosed and which “included air traffic control radio transcript, radar data and airport security recordings."

What they probably mean is that if they disclosed the evidence, Malaysia’s own fate will be sealed.

Who made everybody run in wrong directions?

A new search area was announced on 28 March 2014, located 2500 Km west of Perth and over a very deep ridge. Later during the same day, another location, 1850 Km west of Perth was announced. Sea depths in the new zone ranged from 2,000 meters (6,560 feet) to 4,000 meters (13,120 feet).

The public has lost count of 'new' search areas

Since the ‘crash’ announcement of 24 March, every day fresh search areas have been defined by the authorities to keep roving eyes away from the real spot where the crime might have been committed.

A satellite was able to pick up a ‘ping’ from the plane until 08:11 local time, more than seven hours after it lost radar contact but was unable to give a precise location. The Malaysian Prime Minister said that investigators ‘have determined the plane’s last communication with a satellite and was in one of two possible corridors – north from the border of Kazakhstan and Turkmenistan through to northern Thailand, and south from Indonesia to the southern Indian Ocean.

The owners of spy satellites who capture and archive such digital data also have the power to alter it beyond recognition. The initial report of the airplane heading westwards had the poor Indians going all over their precious ocean around the Andaman Islands and as far afield as the Maldives. It had the Pakistani military’s top brass biting their toenails because the Osama bin Laden episode had caused them an embarrassment of American proportions. But then the search pied pipers changed their tune by releasing a new map to make everyone head in the exact opposite direction to the South Indian Ocean, west of Australia.

According to Reuters, this is how and where MH370 went

Yet another military radar picture shows that MH370 flew for almost three hours. This means it used up nearly half of its fuel before vanishing. Could it fly further south many thousands of kilometres with the remaining fuel? If the radar picture is to be believed, MH370 might have flown at the most for three more hours and which means it never went southwest of Australia but was downed elsewhere.

Was everyone put to sleep?

Recall Pakistani President General Zia-ul-Haq’s crash of 1988. It is believed his Hercules C-130’s cockpit contained two cases exploding mangoes placed by someone in the know.

Whenever airplanes divert due to any reason, the passengers are the first to ask questions. To believe that everyone aboard remained oblivious of the aircraft’s journey towards Antarctica is the height of naiveté.  Flying in a southerly direction would have only been possible if the In-Flight Entertainment system (IFE) of the airplane were first disabled to prevent passengers from following the aircraft’s altitude, speed and direction. Were all aboard MH370 incapacitated, perhaps gassed, through a devious means?

Is Malaysia in trouble?

On 24 March 2014, the same day that MH370 was reported ‘crashed’, Malaysian Airlines flight MH066 diverted to Hong Kong due to a generator failure. It appears that the Malaysian Airlines is being manoeuvred into the same precarious position that PIA is in right now. By peddling the ‘suicidal crash’ theory, the creators of the synthetic ‘global war on terror’ might be forcing Malaysia to do something she may not be willing to do. Muslim countries that disobey war lobbies are frequently being given terrible gifts disguised as ‘acts of God’.

The US has many better satellites but did not initially take part in the search for MH370 because it held back to see what information China’s satellites provided. Malaysia’s Minister, Hishammuddin, gave hints of his hands being tied by intelligence protocols, and refusal by the foreign intelligence services and diplomatic reluctance.

The media never questioned those who failed Malaysia as their neighbour and neglected duties assigned under various defence treaties. Malaysia put all the national security cards on the table but countries whose nationals were on flight MH 370 did not come forward with sincerity to assist. Malaysia is a victim of this tragedy as the plane was used for a hidden agenda. Israel is exploiting the tragedy to create public opinion for a war against Iran, a Muslim country that has close ties with Malaysia.

Area map released by Malaysia, Australia and the UK 

170 interviews have been conducted with family members of the pilots and crew members, even cargo and food served on the plane were being investigated. The Malaysian police chief thinks ‘the criminal investigation could go on and on and on to clear every little thing and that ‘at the end of the investigations the reason for the incident and real cause may not be known’.

What the public needs to ask is this: how is it that certain power blocks can quickly agree on imposing economic sanctions and then attacking sovereign states but will not use resourcefulness in the case of ‘downed’ MH370? In many countries, crew members are fully security-cleared before being hired, then why do the investigating agencies always attempt to blame the occurrence of an incident or accident on these proud professionals?

Are the share-holders causing trouble?

It is clear that Malaysian Airlines is being portrayed as a ‘loss-incurring liability’ that must ‘not be bailed out by the government’ but rather ‘split and sold off’ to either the nearest crony investor or ‘bailed out’ by a bank. The current tragedy is expected to accelerate a ‘downward trend requiring re-structuring, shrinking the passenger-carrying capacity and the route network’. Malaysian Airlines shares have also ‘lost three quarters of their value in the past five years’.

Malaysian Airlines raised $3.36 billion through various sources to buy more airplanes. When Khazanah Nasional, the state investor, tried to cut back its 69% share in the airlines and wished to arrange a swap-deal with competing Air Asia, the strong union of 20,000 employees opposed it. An MP of the opposing People’s Justice Party insists the airlines is ‘sick’ and is bleeding public funds’.

'Great People To Fly With’

Corporate logo and slogan

Remarkably similar to the Malaysian Airlines’ story is that of Pakistan International Airlines (PIA). Recall the infamous ‘TK-PK code-sharing’ deal that was being signed between PIA and Turkish Airlines as a panacea for all ills. When the proud PIA employees resisted the ‘deal’ they were attacked by hoodlums and baton-charged by the Police; the deal finally collapsed. Now the Sharif Brothers rule over Pakistan, they are very close to the Turks and the TK-PK deal is far from over. PIA’s operations are being curtailed on pretexts such as ‘lack of aircraft spares’, ‘too few airplanes’, ‘not enough money to buy newer aircrafts’, and ‘over-staffing’.

Newsmen who once milked PIA for free tickets are now viciously condemning her because they are not getting their fix. Elected representatives continue to travel for free and some will be happy to have PIA chopped up and served cheaply to their partners in privatisation crime. Why must every state-run enterprise always be expected to make huge profits? Why must a government surrender natural resources and key assets to international loan sharks, and why should it not restrict unbridled privatisation?

Must this world be sold over lock, stock and barrel to the likes of Qaroon? The story of rich and arrogant Qaroon is mentioned in the Holy Quran (28:76-81), the ‘keys of whose treasures were heavy even for ten men or more to carry’. The Earth swallowed him along with his financial empire because he exulted in financial wizardry and spread corruption in society. The situation remains almost the same in every age. Modern Qaroons—the economic hit-men—can be found occupying high positions all around the world serving the poisoned chalice of the IMF-WB to whole economies.

Testing Chinese and Malaysian defences

Matthias Chang, a prominent Malaysian lawyer, author, political secretary and adviser to former Prime Minister Dr Mahathir Mohamad, has the following to say:

China has showcased its military clout and reach, while other countries have dragged their feet on disclosing sensitive defence data. China’s rise is fuelling an arms race, and Malaysia, Indonesia and the Philippines are engaged in territorial disputes over shipping lanes, fishing and hydrocarbon reserves.

Malaysia’s appealed to many countries for help but only got polite stonewalling and demands of written requests. Some nations checked their archives but remained busy spying on each other.

Octopussy's loving embrace

Was the plane ordered to turn back, if so who gave the order? Was the plane turned back manually or by remote control? If it was the latter, which state possesses the technologies to execute such an operation? Did MH 370 carry aboard weapons to Beijing and if so, were they biological weapons or dirty bombs? Was Beijing the target and if so, why?

Australia was the first country to identifying the alleged MH 370 debris in the Indian Ocean, followed by France, Thailand, Japan, and Britain via Immarsat. Why has the US not offer any satellite intelligence till today? Prior to the switch of focus to the Indian ocean, was the SAR mission in the South China seas, used as a cover for the deployment of undersea equipment to track and monitor naval capabilities of all the nations’ navies competing for ownership of disputed territorial waters?

Why did the foreign mass media not focus on the intelligence and surveillance capabilities of Diego Garcia, the strategic naval and air base of the US? Was the flight path of MH 370 (if it crashed in the Indian Ocean) within the geographical parameters of the Intelligence capabilities of Diego Garcia? Why were no planes deployed from Diego Garcia to intercept the “unidentified” plane if it posed a threat to the military base?

The outdated capabilities of the Hexagon satellite system deployed by the US in the 1970s have a ground resolution of 0.6 meters whereas the latest technologies are able to identify much smaller objects. Why have such satellites not provided any images of the alleged debris? Were they deliberately withheld?

On April 6th, 2012, the US launched a mission dubbed “NROL-25” (consisting of a spy satellite) from the Vandenberg Air Force Base in California. The NROL-25 satellite was likely rigged with “synthetic aperture radar” a system capable of observing targets around the globe in daylight and darkness, able to penetrate clouds and identify underground structures such as military bunkers. Though the true capabilities of the satellites are not publicly known due to their top-secret classification, some it is claimed the technology allows the authorities to zoom in on fist-sized objects from hundreds of miles away. How is it that no imagery of MH370 debris was forwarded to Malaysia, as this capability is not classified though other technologies might well remain classified? Were these capabilities not correct?

The Grateful Dead's Diego Garcia

In December, 2013, the USAtlas V rocket was launched carrying the spy satellite NROL-39 for the National Reconnaissance Office, an intelligence agency which is often overshadowed by the notorious National Security Agency (NSA), only it scoops data via spy satellites in outer space. The “NROL-39 emblem” is represented by the Octopus and claims “Nothing is beyond our reach”. Emblematically, enemies of the United States can be reached no matter where they choose to hide. Why are the tentacles of America’s World Octopus spreading across the globe to coil around everything within its grasp?

The US may not want the plane MH 370 to be recovered if rogue intelligence operators were responsible for the disappearance. If answers to the above questions are not forthcoming, the Malaysian government ought to declare publicly that her national sovereignty and security have been jeopardized and that the relevant intelligence agencies have been tacitly complicit.

By being open, Malaysia may prevent a hostile act against a third country. Malaysian mass media must initiate such queries as only the US and other intelligence agencies can answer. It is futile to demand answers from Malaysia as she is neither able to supply such information nor has the capabilities possessed by global and regional military powers.

Google Earth shows that Diego Garcia indeed has a GPS (global positioning satellite) tracking station as well as an Air force Satellite Control Network Tracking Station. What are they really doing in the middle of the Indian Ocean pretending they never saw or heard anything that looked or sounded like MH370?

Forever new frontiers

Boeing has precious little to say on the matter. Boeing’s famous “If it’s not Boeing, I’m not going” is in danger of being modified to “If IT IS Boeing, I’m NOT going”. Other Boeing’s corporate slogans that fit into the MH370’s story are: “Forever New Frontiers”, and “That’s Why We’re Here”.

The Boeing 777-300ER, after 800 hours of ground tests, the GPS navigation computer system failed to retain aircraft position data at its cruising altitude of 35,000 feet at an air speed of 557 miles per hour due to atmospheric pressure. After several attempts to correct the problem, project engineers found it in the best interest of the company, its employees, and shareholders to terminate the development of the 777-300ER model.

Anybody for Airbus?

When the Boeing 777-300ER was rolled out, its slogan was "Working Together. Flying Farther". Right now, the relatives of the dead passengers of MH370 know that some covert agencies are indeed ‘together’ in this and busy flying the public ‘farther’ from the truth.

In conclusion

A major portion of the debris of New York’s Twin Towers was dumped into the ocean so that nobody would notice the precisely angled cuts on steel girders. And they quickly sliced into thousands of ‘manageable pieces’ tons of steely radioactive evidence for a cheap sale to China and India. That steel might have been used to manufacture cooking utensils laced with radioactivity.

George ‘war Bush is a compulsive grand liar who had key 9/11 witnesses threatened and the smoking guns silenced forever. There are other liars as mighty as him in the world, all hell-bent upon deceiving and killing the ‘expendable’ masses. This deception and murder over land, in the air and over the sea needs to be stopped.

It is time for the mainstream news media writers to begin appreciating the differences between suicide and seaside, between martyr and murder. MH370 was not a 'suicide mission flown by murderous pilots' but rather martyrdom by the seaside.

This concludes the fifth article on the topic; the sixth one will counter the unjust accusations hurled at the martyred Malaysian pilots of MH370.

©Tahir Gul Hasan 2014

Related stories:
Part-1 Malaysian MH370 - Too Many Cooks

Part-2 Malaysian MH370 - New Tricks, Old Game

Part-3 Dead Men Fly No Planes

Part-4 Boeing 777 - Rescue And Communications Equipment

Acknowledgement

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.

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.

DFDR & CVR

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.

Communications

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.

CPDLC

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.

ACARS

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

A 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

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-2 Malaysian MH370 - New Tricks, Old Game

Part-3 Dead Men Fly No Planes

Part-5 A Hole At The Bottom Of The Sea

Acknowledgements

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 http://malaysiaairlines.com/
Images of DFDR & CVR, Black Box, TCAS

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 404^th 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-2 Malaysian MH370 - New Tricks, Old Game

Part-4 Boeing 777 - Rescue And Communications Equipment

Part-5 A Hole At The Bottom Of The Sea

Acknowledgement
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.