Time between trspdr and 'messagin' cessation
 

Via Guardian: The Associated Press quotes an unnamed US official as saying the MH370 transponder stopped “about a dozen minutes before a messaging system on the jet quit.” The official calls it “key evidence for [possible] human intervention,” AP reports

Jet Fuel
 

The press conference speaker today was quick to dismiss the jet fuel slick as not from MH370, but he did say it was jet fuel. Do the different suppliers (BP, Shell, Total, ...) have different chemical signatures then? Presume they know what MH370 took on board so have eliminated what they found in the slick.

My view on this has been that, assuming that some sort of deliberate incident took place (whatever that may be), the person(s) flying would first have to incapacitate everyone else on board. If the aircraft really did go to 45000 ft then I really don't know what to say.

What I am not sure about is that alone wouldn't achieve that, so how do you deliberately cause decompression in a controlled way and/or cause hypoxia?

I'm totally against sharing this but it's had over 1 million views and the guy is getting money for advertising...despite the "second video" showing reg of the flight from the next day. Ie this is fake. Sick.

Busted! Flight Radar Caught Changing Flight Path of Malaysia Flight 370! - YouTube

This had duped an awful lot of people, I do hope not related to NY Times though.

That video makes suggestions on this forum look far from fantasy.

I am not saying that the following is what happened. However, I would appreciate it if someone could tell me where it is inconsistent with the information we currently have.

Pilot flying waits until flight is far enough from shore that cell phones won't connect, and at a point where coms are switched between different ATCs. Pilot flying sends pilot not flying on an errand or otherwise gets him to leave the cockpit.

Once alone, locks door. Pulls CBs/turns off transponder. Turns off passenger's flight tracking ability. Possibly activates cell phone signal jammer.

Descends to 29500. Puts on mask. Vents aircraft. Turns west, following suspected course avoiding most radar. Waits.

Once passenger oxygen supply has run out, waits a bit longer. Descends to low altitude below radar, and make turn toward final destination.

Land. Possibly on disused runway from Vietnam war, possibly even on road or beach. It doesn't need to be a perfect landing, as there's no intention of using aircraft again. Only needs to be good enough to walk away from.

Have accomplice waiting with another aircraft or boat. Unload valuable cargo onto boat. Sail away, never to be heard from again.

IMHO, it makes as much sense as anything else I've heard.

@acad_lA zoom climb, stall, and stall recovery by FL230. They did well.:ugh:

All this rubbish is about selling newspapers.

Radar Data from Neighboring Countries (Civilian & Military)?
 

There is a strange gap in news coverage relating to primary and "secondary" radar data collected by neighboring countries.

If the aircraft did indeed cross the northern part of peninsular Malaysia, civilian and military radar stations in Thailand should also have spotted the aircraft.

Similarly, if the aircraft proceeded westward, it should have been picked up by civilian and military radar in Indonesia (Sumatra).

Lastly, India is likely to have significant military radar assets on Great Nicobar island and certainly on the Andamans.

Some of the military radar facilities (particularly India's) are likely to have over-the-horizon capability, i.e. they would be able to spot aircraft over a range of perhaps more than 1,000nm, although with rather degraded accuracy.

Descend 40,000 in 1 minute!
 

Objects that descend at 40,000/min are called meteorites!

Actually, an electrical fire would explain all of those things. For one, if there is an electrical fire (or a suspect electrical fire) turning off power to the affected system is exactly the right thing to do. It also could explain the flight path deviations because the an electrical fire in the cabin would not affect the engines but could affect the ability to control the plane.

FAA: Some Boeing 777s need fixes in case of fires

Batteries are NOT the only thing that can cause an electrical fire. The in- flight entertainment system can cause them too, see article above.

They were probably significantly below MTOW so there is no ground to say they couldn't have reached FL450. We would have to know the performance tables to answer it definitely. For a 777 this was a relatively short flight.

45000 is no deal
 

777 cannot go that high:sad:

Hypoxia as a way to get compliant pax and cabin crew?
 

I suppose one way to make passengers and cabin crew compliant with any kind of nefarious activity on the flight deck would be to depressurize the aircraft slowly while the flight crew put on O2 masks. If everyone in the back has blacked out from hypoxia then there wouldn't be much resistance emanating from the cabin. Could this work?

I disagree strongly.
All pilots want to get on the ground as soon as possible if there is ANY fire aboard. Even ditching in the ocean is better than flying with a raging fire. Nobody in his right mind would be wondering endlessly in the airspace in a flight to nowhere for over an hour with a fire. Also somebody would be reporting this fire, MAYDAY, etc. if aircraft was flyable (say Swissair 111 scenario).

GMM 3521
 

Yes

At a given point in time the fuel mass spec profiles are likely to be different and time/date unique unless they're sharing refinery batch output and simply using differently badged fueling rigs over a prolonged period of time (yes yes we can debate the minimum time) - which will be on record.

Pax mobiles
 

@ lapp 3276

Quote: The phone does not even have to be on. Just the battery installed.
Wrong, phones off or in airplane mode do not make any network activity whatsoever.

Partly right because those who can, apparently can, get data, see

https://www.techdirt.com/articles/20...location.shtml

I have the dubious honour of being the pilot (and FR24 user) who notified the journal Conscious Life News of this tasteless hoax on Monday (10Mar) about the date change and different registration numbers (9M-MRO to 9M-MRQ). They took down the second erroneous video within an hour but I guess it had already gone viral elsewhere by then, certainly to Facebook where I first saw it

[sadly it's not gone from YouTube ]

Please contact them again

I think you are confusing what it's certified to do and what it is capable of doing.

Which could be explained by a mid-air collision, most likely with a drone of some sort. The impact led to damage of the 777, most likely took out various antennas, perhaps debris damaged the cockpit, but the initial impact did not bring the plane down. It continued to fly for some time and eventually fell into the ocean.

How otherwise do you explain a patch of jet fuel on the ocean, which by coincidence is near the LKP of the malaysian flight? Are these jet fuel patches common on the ocean in that part of the world? :ugh:

I have a real problem with there being a large jet fuel slick in the area were the aircraft was initially lost from ATC radar and this was not associated? Come on! This is all nonsense. Too many cultures, languages and levels of ability involved.