Flight MH370 Has Another 911 Been Avoided ?

Compiled by Black Elk

A modern aircraft such as the Boeing 777 cannot simply vanish everything everywhere is watched by technology far in advance of mere radar and even hyperspectral sattelite imagery. There were also many systems on the plane capeable of communication some of which cannot be switched off.

For example

http://www.geospatialexploitationproducts.com/docs/products/socetgxp/sgxp_sar-capabilities.pdf

Rolls Royce the flight 370 engine manufacturers  have some quite astonishing capabilities.  excerpts below from this Rolls Royce article.

The monitoring collection system can be ground-based, while monitoring systems flying in the air, floating on the sea, or generating electricity on another continent.

All monitoring systems work on the simple basis of:

Sense – Acquire – Transfer – Analyse – Act.

The monitoring system collects data from all over the system and provides feedback at a specific location, this location can either be the control room on a ship or the control room on land receiving feedback signals from a fleet of aircraft, which are currently flying, or the generator set situated in on an oilrig.

Engine Health Management

Rolls Royce uses Engine Health Management (EHM) to track the health of thousands of engines operating worldwide, using onboard sensors and live satellite feeds.

Acquire

Most modern large civil aircraft use an Aircraft Condition Monitoring System (ACMS) to acquire the data for EHM. This captures three types of reports:

The first are snapshots, where the sensor data listed above is captured and collected into a small report. This is carried out during take-off, during climb and once the aircraft is in cruise.

The second type is triggered by unusual engine conditions. Examples might be if an engine exceeded its TGT (Turbine Gas Temperature) limits during a take-off. These reports contain a short time-history of key parameters to enable rapid and effective trouble-shooting of the problem.

The final type is a summary, which is produced at the end of the flight. This captures information such as maximum conditions experienced during the flight, and power reductions selected during take-off and climb.

Transfer

A critical aspect of the EHM system is the transfer of data from aircraft to ground. Aircraft Communications Addressing and Reporting System (ACARS) digital data-link systems are used as the primary method of communication. This transmits the Aircraft Condition Monitoring System (ACMS ) reports via a VHF radio or satellite link whilst the aircraft is in-flight.

A worldwide ground network then transfers this data to the intended destination. The positive aspect of this system is its robust nature and ability to distribute information worldwide. On the other hand, the   Airplane Condition Monitoring Function (ACMF) reports are limited to 3kB, hence the acquisition systems need to work within this limitation. Future systems are being deployed to increase data volumes through wireless data transmission as the aircraft approaches the gate after landing. This will enable more data to be analysed, but will not be as immediate as ACARS, where data can be assessed well before the aircraft lands again.

In the Defence business, the transfer of data is controlled by the service requirement. Some EHM data requires a rapid in-theatre response; some, such as fleet trends, has a more long-term aspect.

Analyse

As soon as the individual reports arrive at the specialist EHM analysts – OSyS (Optimized Systems & Solutions)  they are processed automatically. The data is checked for validity and corrections applied to normalise them. The snapshot data is always ‘trended’, so that subtle changes in condition from one flight to another can be detected. Automated algorithms based on neural networks are used to do this, and multiple sensor information is fused to provide the most sensitive detection capability.

When abnormal behaviour is detected, this is confirmed by an OSyS analyst based in the Operations Centre, before being sent to the aircraft operator and logged by the Rolls-Royce Technical Help Desk. Manual oversight is still an important part of the process, as false alerts can cause unnecessary maintenance actions to be taken by airlines and these need to be avoided. Trended data, and data from the other types of ACMS report, are also uploaded onto the Rolls-Royce Aeromanager website, so that plane operators can easily view the health of their fleet of engines.    http://www.rolls-royce.com/about/technology/systems_tech/monitoring_systems.jsp

Rupert Murdoch tweets that jihadis are behind the Malaysian Airlines incident.

Murdoch sees this as an opportunity for the USA to become more friendly with China.

Rupert Murdoch         ✔ @rupertmurdoch

Follow

777crash confirms jihadists turning to make trouble for China. Chance for US to make common cause, befriend China while Russia bullies. source http://aangirfan.blogspot.co.uk/Clinton

Perhaps indicative of a false narrative or cover story would be the seemingly photoshopped images of the two said to be Iranian passengers and  the “fanatical” leanings of the pilot complete with pics of him in the cockpit with unauthorised guests.

• The pilot was, or claimed to be a fanatical supporter of Malaysian opposition leader Anwar Ibrahim. He even attended Anwar’s trial just before flying. Anwar was being tried for sodomy. Anwar Ibrahim was an opponent of Mahathir Mohammad, and the latter was quoted as saying “He [Anwar] would make a good Prime Minister of Israel.” The Diego Garcia runway was later found among his favourite five runways in a flight simulator he used at home!
• Airport security camera photographs of the two men travelling on fake passports have been shooped! The younger man (left) was identified as Pouiria Nur Mohammad Mehrdad, 19, said by police in Malaysia to be an Iranian asylum seeker on his way to Germany to meet his mother. The older man (right) remains unknown. But this still does not explain why the legs (and bag) of the older guy were shooped onto Mehrdad’s torso. There are also many other discrepancies in the passenger list, such as people who were reported to be on the flight now claiming to be at home. http://greatgameindia.wordpress.com

The www.timesofisrael.com published the photo above.

Ex-El Al expert: Iran likely involved in MH 370

By Debra Kamin March 16, 2014, 7:35 pm

Pictures of two Iranian men who boarded the now missing Malaysia Airlines jet MH370 with stolen passports, held up by a Malaysian policewoman during a press conference, on Tuesday, March 11, 2014 in Sepang, Malaysia. (photo credit: AP Photo/Wong Maye-E)

Flight 370: Another US Conspiracy?

On March 13, 2014 Veterans Today said they could prove Malaysian Airlines Flight 370 was “on the ground.” The mainstream media had sighted wreckage but families were calling passengers on the “downed jet” and those phones were ringing, an impossibility.

We are now certain that we are dealing with a “black op” at the highest level. This fact alone surprises no one. The more important issue is the ramifications of accepting this inexorable fact.

Today, nobody doubts flight 370’s globetrotting ordeal. However, the real story is so big it can and will never be told though, as with similar mysteries such as 9/11, we can expect and implausible fairy tale to emerge and receive official recognition.

Only the dead will know the truth.

The following excerpt is from a retired US Air Force Colonel who currently flies the Boeing 777/200 for a major airline:

“Just a quick update with what I know about the Malaysia 777 disappearance.  The Boeing 777 is the airplane that I fly.  It is a great, safe airplane to fly.  It has, for the most part, triple redundancy in most of its systems, so if one complete system breaks (not just parts of a system), there are usually 2 more to carry the load.  It’s also designed to be easy to employ so 3rd world pilots can successfully fly it.  Sometimes, even that doesn’t work…

There’s many ways to fly the 777 and there are safety layers and redundancies built into the airplane now to Malaysia.  There are so many communication systems on the airplane:  3 VHF radios, 2 SatCom systems,  2 HF radio systems, plus Transponders and active, ‘real time’ monitoring through CPDLC (Controller to Pilot Data Link Clearance) and ADS B(Air Data Service) through the SatCom systems and ACARS (Aircraft Communications Addressing and Reporting System) thru the VHF, HF and SatCom systems.  The air traffic controllers can tell where we are, speed, altitude, etc. as well as what our computers and flight guidance system has set into our control panels.  Big Brother for sure!  However, most of these things can be turned off.

But, there are a few systems that can’t be turned off and one is the engine monitoring systems.  The Malaysia airplane, like our 777-200’s, uses Rolls Royce Trent Engines (as a piece of trivia….Rolls Royce names their motors after rivers….because they always keep on running!)  Rolls Royce leases these motors to us and they monitor them all the time they are running. In fact, a few years back, one of our 777’s developed a slow oil leak due and partial equipment failure.  It wasn’t bad enough to set off the airplane’s alerting system, but RR was looking at it on their computers.  They are in England, they contact our dispatch in (REDACTED), Dispatch sends a message to the crew via SatCom in the North Pacific, telling them that RR wants them to closely monitor oil pressure and temp on the left engine.
The crew did all of that and landed uneventfully, but after landing and during the taxi in, the left engine shut itself down using it’s redundant, computerized operating system that has a logic tree that will not allow it to be shut down if the airplane is in the air…only on the ground.  Pretty good tech.   Anyway, the point was that RR monitors those engines 100% of the time they are operating.  And don’t EVER get in an Airbus!!”

This system was monitored for at least 5 hours after the plane was initially reported as crashed, a reporting error that was not accidental.

In order to look at this story, you have to answer the right questions. Sometimes the right questions aren’t the best questions; they are just the only ones you can answer.

The “mystery” of flight 370 subjected to the analytical tools of intelligence professionals proves the existence of a multi-national, super-governmental conspiracy. This is a broad statement, seemingly even a wild assumption. It is not.

The “370 incident” provides foundation for understanding not just 9/11 but the interlocking mosaic of staged revolutions, economic collapses, theatrical mass killings and the systematic brain-washing of generations.

You see, “disappearing” an airliner today is beyond impossible, beyond any magic trick. When the impossible is accomplished once, accepting it has been done before; that it is done continually is no longer conjecture.

Normally, crimes include three components, “means, motive and opportunity.”

We will never know why 370 was taken, why the passengers and crew were killed. Anyone who knows and who would speak of it would be as dead as those on the plane. What we have to accept is that there are questions that the answers to are simply unimaginable.

We have to deal with what we know and what that means. We know that an airliner was taken, flown thousands of miles. We have surmised that the plane was landed on Diego Garcia, the bodies removed and disposed. As for what cargo was removed, asking is futile.

It certainly wasn’t “lithium ion” batteries as being reported today, not hardly.

We know these things for certain:

• Those responsible are terrorists fully sanctioned by multiple governments with broad control over the international press
• The willingness to do something this brazen is very real proof this isn’t the first time. It brings everything claimed to have occurred on 9/11/2001 not only in question but clearly establishes both capability and intent. If “they” did it now, they did it then and will do it again if “they” wish.
• Recent plans for terrorist attacks against Ukrainian Air Force facilities, as outlined in emails intercepted and published by “Anonymous Ukraine” show identical intent and nearly identical capability.

Modern airliners cannot disappear. They can’t be hijacked or stolen, not without the full involvement of a SOCOM or Special Operations Command with the ability to control news reporting, suppress not just radar but sensor data, so much data that only a very few have a remote idea of how outlandish this story is.

We have already heard, first hand, how the plane tracks itself in ways that can’t be turned off. Thus, we know the team at Rolls Royce can tell us within 30 yards of where the engines were first turned off yet they have never said a word.

I accept this as proof that a British intelligence agency is very much a part of the fate of flight 370. This is now “a given.”

Four nations have the capability of tracking Malayan Airlines Flight 370. In fact, disabling the planes communications is an impossibility.

TRACKING THE UNTRACKABLE

Everything on this planet is subject to what is called “Layered ISR.” ISR stands for Intelligence, Surveillance and Reconnaissance. By “layered” we refer to satellites, starting with geosynchronous orbit down to LEO, or “Low Earth Orbit.”

These satellites monitor the entire electromagnetic spectrum and include SAR (Synthetic Aperture Capability).

Everything that moves, on land or sea, under the sea, even underground, is watched and listened to.

Below this are nano-sensors that are sustained in the upper atmosphere. I won’t even begin to explain what these do but their function is “hyperspatial” rather than “hyperspectral.”

When we talk “hyperspatial” we make physicists cringe.

Everything below this is watched, monitored or sensed. You have to realize that we don’t really need radar. Our entire atmosphere is an electromagnetic soup, a “sea” as it were of Wi-Fi signals, AM radio, particle emissions, a million sources, all reflected, slowed, absorbed or amplified, painting a very complete picture of anything that moves. All is sensed, recorded, examined by complex algorithms for anomalous behaviors that represent “threats.”

Planes don’t disappear; a gnat has trouble “disappearing.”

Immediately after the plane “disappeared,” a working team was put together headed by Lt. Colonel Stephen Avery, former USAF SOCOM pilot and retired security chief for a major airline. Aiding Steve heading up the inquiry is former Supervising Special Agent Frederick Coward (ret) who headed FBI operations for Asia.

Coordinating the team with active intelligence agencies, “official” and, by far the more effective private resources of Adamus Defense Group, was Operation Chief Colonel James Hanke, former G2 of Third Army, a retired Special Forces intelligence officer.

What we found was astounding. To put this in context, we looked back at 9/11 when CNN, at the scene of the Pentagon “whatever” was unable to find any proof an airplane had been there at all. See.

PRELIMINARY FINDINGS

Our preliminary findings:

• An official cover-up began as soon as the plane went off course. All subsequent reporting was part of a conspiracy. The location of the plane for the 5 or more hours after it “crashed” was known, its speed, its altitude, and more.
• If any of the multiple systems on the plane that could be turned off were turned off that, in itself, would have yielded data. Which system was turned off first? How long between turning off systems? Where was the plane when the systems were turned off?
• Why didn’t ground controllers attempt to contact the plane when systems were turned off, particularly when we now know for certain that other systems were on and it was now known that the plane was in flight?
• A real investigation would outline what was known, who knew it, when they knew it and why they failed to behave in a manner consistent with procedure, consistent with common sense and inconsistent with criminal complicity in a major act of terrorism.

This last list includes hundreds of people in dozens of nations. The crime they can now be investigated for involves the disappearance and assumed murder of hundreds of people.

Why does no one seem to care?

Gordon Duff is a Marine combat veteran of the Vietnam War that has worked on veterans and POW issues for decades and consulted with governments challenged by security issues. He’s a senior editor and chairman of the board of Veterans Today, especially for the online magazine “New Eastern Outlook”.

www.cabaltimes.com/2014/03/12/ma370-redirected-to-diego-garcia/

Some conspiracy sleuths have also uncovered proof that no flights were scheduled for 3 days at Diego Garcia airport during the time MH370 went missing. All maintenance crew would likely have been on leave, so that the plane could be sneaked in undetected. On March 7th, the Facebook account of the Diego Garcia passenger terminal posted a notice that there would be no scheduled flights for the next 72 hours. This posting is still visible as of 11:38 AM 20th March 2014. The following is a screenshot.

This little factoid was even tweeted about.

This was also posted to the wall of the US Navy Support Facility Diego Garcia because it concerned US Navy support crew in there. The same conspiracy sleuths insist that this post along with many other posts between March 6th and March 9th were deleted.

The UK Lame stream Channel 5 aired a program on 21st March 2014 featuring the spooky Dr Sally Leivesley.

A Ciber Hijack 21st March Channel 5 Dr Sally Leivesley

Abeldanger.net
Thursday, March 20, 2014
The Voice of Russia Interview – FAA-FBI-ALPA – Boeing Uninterruptible Autopilot: Civil Case 3:07-cv-24 – Civil Case 1:08-1600 (RMC) – Air Force Defense Attaché From Russia and Sukhoi

Attention Malaysia and China:

On Monday, 17 March, 2014 I gave an interview to Voice of Russia, it is at the bottom of this story linked:

Sovereign Independent UK
Analyst: Stealth Technology Seizure Behind MH370 Disappearance

On Wednesday, 19 March, 2014 I gave a 2nd interview to Voice of Russia, it is at the bottom of this story linked:

THE VOICE OF RUSSIA
MH370 Pilots May Not Have Flown Plane Off Course: Analyst

I gave this information to FAA-FBI-ALPA on 10 December, 2006. I filed two lawsuits over the Boeing Uninterruptible Autopilot: Civil Case 3:07-cv-24 in 2007 and Civil Case 1:08-1600 (RMC) in 2008.

I am available to Malaysia and China if you need more details. The basic idea of the Boeing Uninterruptible Auto Pilot can be considered here:

If Malaysia or China wish to get the other side of the story, contact Michael Huerta of FAA, Lee Moak of ALPA, David Tochen of NTSB or ALPA Attorney Suzanne Kalfus all in the last four positions of “To bar”.

I have been in contact with two individuals at Malaysia Airlines in Los Angeles and was in Texas earlier this week making myself available to Freescale management.

The last 3 in CC bar are Russia Today, the Air Force Defense Attache from Russia, and Sukhoi. These are the addresses I advised of the BUAP used against Sukhoi Superjet 100 in Indonesia in May of 2012.

RE: Notice of Intent to Sue
FRAUD UPON THE COURT; Civil Case 1:08-1600 (RMC)

Dear Mr. Moak,

This letter serves as the formal notice of my intent to file a lawsuit against ALPA in court, due to the HULL LOSSES of 5 airliners consistent with the signature of illegal modifications to U. S. registered airliners which was brought to the attention of ALPA Legal and ALPA Safety on 10 December, 2006.

Prior to my CONSTRUCTIVE DISCHARGE on 13 March, 2007 I had filed Civil Case 3:07-cv-24 FIELD MCCONNELL v. BOEING AND ALPA on 27 February, 2007. The issue in that case was ILLEGAL MODIFICATIONS to Boeing Airliners.

Boeing responded appropriately in their 3 March, 2007 announcement in London, UK that Boeing did have BOEING UNINTERRUPTIBLE AUTOPILOTS deployed.

Due to the responsible admission by Boeing, I did not serve that case as I retooled a Civil Case that was Civil Case 1:08-1600 (RMC) FIELD MCCONNELL v. ALPA Filed in September, 2008.

The Judge who dismissed this case had never heard the details of the illegal modifications and I believe she, like you, have been victims, after the fact, of a FRAUD UPON THE COURT that had the potential to make 5 HULL LOSSES not to have occurred. Those hull losses were Adam Air 574, Kenya Airways 507, Air France 447, Sukhoi Superjet 100 and now, sadly, MH370.

2006 Letter to Kenneth J. Hylander—Vice President—Safety, Engineering & Chief Safety Officer, NW Airlines

ends

Most unusually the Daily Mail making liberal use of the term “conspiracy theorists” published this article containing links and videos by the blogger known as dutchsinse reknowned for his excellent work on HAARP and weather modification analysis.

The Mail even provided this link (after the fact ?)  to his very useful website and another to a local news station.

• LARGE EXPLOSION AT NEW MEXICO BASE SENDS PLUME TOWARDS AMARILLO, TX | Dutchsinse
• Strange plume appears on local radar | KOB Eyewitness News 4

Prompting him to make this comment.

dutchsinse, saint louis, United States, 3 days ago

My videos are on youtube, my name is Dutchsinse, Michael Janitch…… and I’m not a conspiracy theorist. Lol… The plume is not a conspiracy, its a military test which blew too dar down wind. Enough said. Like how you guys RIPPED my vids and put your own ads on them, and didnt link back to my channel or blog. You even ripped the .gifs I MADE. LOLOLOLOL … cheers mates!

• There is speculation that the cloud could be the result of a weapons test
• But the U.S. has not done A-bomb tests since the Test Ban Treaty in 1992
• Plume originated from White Sands Missile Range in Socorro county
  

By Daily Mail Reporter

PUBLISHED: 16:57, 19 March 2014 | UPDATED: 18:46, 19 March 2014