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Re: The Suicidal/Protesting Pilot theory
If I were to protest about the government and blatant corruption or their smear campaign against the opposition, would I really think taking the plane I was flying, with 238 other innocent souls, on a magical mystery tour? As a devoted follower of Anwar, would I really want to cause an event to besmirch his name further?
I don't buy the theory. Do any of you honestly believe it?
(I bring this up again because I am getting a little sick of hearing about it in the media and on social media)
If I were the head of state of a monarchistic autocracy surrounded by sycophantic relatives in high government positions with a cash strapped airline which can't afford to give pilots ACARS service and possibly doesn't perform regular enough service on aircraft generators, I would want to hide behind blaming pilots or terrorists too.
More confusion !
During the press conference the Malaysia authorities spread more confusion about the location and timing of when the plane’s communication system was turned off.
Hishamuddin said the Aircraft Communication Addressing and Reporting System (Acars) was turned off just after the plane flew over the city of Kota Baru. The transponder was switched off near the Igari waypoint over the South China Sea.
But Malaysia Airlines chief executive Ahmad Jauhari Yahya said the Acars system could have been turned off at any time during a 30 minute period.
So all the reports that the pilot said "good night" KNOWING the communications were turned off could be bollocks!
I agree and have changed my mind of what I first thought. Malaysia is not forth coming on anything about this story. I posted this earlier but it is not as exciting as all the other theories. Malaysia blew that plane to kingdom come for political reasons.
Maybe, this is as good as anything else we can come up with, the Malaysian blew up their own plane. That is why they are not giving up info and just searched the pilots home yesterday.......Captian Shah was an ‘obsessive’ supporter of Ibrahim. And hours before the doomed flight left Kuala Lumpur it is understood 53-year-old Shah attended a controversial trial in which Ibrahim was jailed for five years.
Campaigners say the politician, the key challenger to Malaysia’s ruling party, was the victim of a long-running smear campaign and had faced trumped-up charges.
Police sources have confirmed that Shah was a vocal political activist – and fear that the court decision left him profoundly upset. It was against this background that, seven hours later, he took control of a Boeing 777-200 bound for Beijing and carrying 238 passengers and crew.
The revelations about Zaharie’s political affiliations are highly sensitive in a country where political dirty tricks are widespread.
One of the investigation sources said: ‘We are looking into the theory that Zaharie’s political beliefs may be a factor. There are huge sensitivities surrounding this but we cannot afford not to pursue any angle brought to our attention.’
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The Malaysian Government is intentionally causing confusion and misinformation to deflect responsibility and investigation of its own failures.
I have learned through a professional aviation website that Malaysian Airlines refuses to pay for satelite bandwith for their pilots to use ACARS therefore Malaysian Airlines only enable ACARS to be connected at airport terminals via wi-fi or cell phone networks.
It is only enabled by Rolls Royce at the request and expense of Rolls Royce to monitor engine behavious as and when Rolls Royce request it.
Therefore when the Malaysian Government tried to suggest something sinister about ACARS being turned off on MH370 they were being misleading. Malaysian Airline pilots are always required to turn off ACARS unless directed otherwise.
The vast majority of you people are being led by the nose by lies and disinformation from the Malaysian Government. You never question anything they tell you or think for yourselves.
Hi this is my first post so not too sure best format to write up. Looking through the forum ive seen a post say that the plane limited the seating number of passengers (minus 20) to possibly allow for more cargo. However could this not be a well calculated weight for fuel plan that they needed this extra 400kg of weight in order to reach the destination. Therefore instead of searching within the vast area of the possible distance travelled should they not take the normal fuel amount and distance it can travel from its last known destination and search beyond this perimeter up to the extra fuel added to the flight. May be something thats already been discussed but thought id share.
reply to post by sy.gunson
Ar but there were atleast two to three other flights within 50-60mile range at the same alitude, why did they not see the "explosion"?
reply to post by sy.gunson
I'm with you. Makes you wonder why the Malaysian airport didn't shut down immediately when they realized 370 was missing.
Kinda sorta related. Boeing 757 wing falls apart on Delta flight in Florida. 757-767-777. Maybe something like this happened to MH370?
edit on 17-3-2014 by Mikeultra because: (no reason given)
The U.S. Navy has called off the USS Kidd and its two MH-60R Sea Hawk helicopters from the search for the Malaysia Airlines Boeing 777 that disappeared more than a week ago, Navy officials announced late Monday. The Kidd will head back to the South China Sea to resume its scheduled operations, said Marks.
Please note, that he is holding a live Q&A on that website or just click links from news.com.au in about 30mins time.
PASSENGERS on the missing Malaysia Airlines flight would not have passed out as the plane climbed to 45,000 feet, above its maximum flying altitude, according to a leading aviation expert.
Former Qantas head of safety Ron Bartsch dismissed speculation the erratic change in altitude shortly after contact with the plane was cut off was an attempt to render passengers unconscious.
“There would be a lot easier ways of doing that,” he said.
As the search for Malaysia Airlines Flight 370 stretched into a 10th day, the Malaysian authorities on Monday identified the plane's first officer as the last person in the cockpit to speak to ground control. (Read more) But the government added to the confusion about what happened during those key minutes by withdrawing its assertion that the radio signoff had come after a crucial communications system was disabled.
The next of kin of the passengers on missing Flight MH370 who were flown here from Beijing have likened their stay in Malaysia to being locked up.
They checked into a five-star facility here on March 11 but the families complained that they had little freedom as they were put under close observation by Malaysia Airlines officials.
At least 20 Chinese nationals are believed to have taken up the offer by MAS to travel to Kuala Lumpur as they await news on the missing flight which disappeared on March 8 with 239, including 153 Chinese nationals, on board.
“We are under observation round the clock. We feel like we are being locked up. There is no freedom,” said a Mr Xu, whose wife was among the passengers, in an interview with Hong Kong-based Phoenix TV.
MAS has been accommodating the Chinese families with their transportation and lodging needs from Beijing to Kuala Lumpur even though the information received in both countries is the same, as Firefly chief executive Ignatius Ong, who heads the command centre at Lido Hotel in Beijing, had pointed out
The role of the datalink service provider is to deliver a message from the aircraft to the ground end system, and vice versa.
Because the ACARS network is modeled after the point-to-point telex network, all messages come to a central processing location. The datalink service provider routes the message to the appropriate end system using its network of land lines and ground stations.
The ground end system is the destination for downlinks and the source of uplinks. Generally, ground end systems are either government agencies such as the Civil Aeronautics Administration or the Federal Aviation Administration in the United States, an airline operations headquarters, or, in the case of small airlines or general aviation consumers, a subscription based solution.
There are currently two primary service providers of ground networks in the world (ARINC and SITA), although specific countries have implemented their own network with the help of either ARINC or SITA. ARINC operates a worldwide network and has also assisted the Civil Aviation Administration of China, as well as Thailand and South America with the installation of VHF networks. SITA has operated the network in Europe, Middle East, South America and Asia for many years. They have also recently started a network in the USA to compete with ARINC.