A NEW Trace! The FULL MH370 Story...So Far.

How is it possible that a Boing Trip 7, one of the largest and most modern aircraft in the world, disappears without a

trace

? It can't be that everything is lost and leaves a trail on a Malaysia Airlines flight with 200 39 people on board Mage 370 flight 370 image of flight 370 there There are mysteries in the world and then there is the

story

of MH370. This is a

story

so

full

of questions and theories that it is almost impossible to tell it without resorting to pure speculation. This is why I have refrained from covering it until now, but since the time of this video's publication, it has been 10 years since 239 people disappeared without a

trace

.

I decided to make an exception. This story was created with one goal and one goal only and that is to persuade authorities to restart the search for the missing boying. Triple 7 and with that, hope

full

y, I will also provide closure to the families some of whom I have been in contact with before making this video. Today I will share with you new potential evidence based on Parton, a technology that has been improved and perfected in recent years. years to the point where it can now possibly provide new clues as to where this plane ultimately ended up. This is the story of Malaysian Airlines Flight 370, as far as we know, on March 7, 2014, a Malaysian Airlines crew checked in for the night.

The duty that would take them from Qual Lumur International Airport in Malaysia to Beijing International Airport in China, except for the late start time, was supposed to be a rather pleasant duty with a calculated flight time of only 5 hours and 34 minutes, which meant he would finally end up in Beijing around mid-morning the next day, the flight's captain arrived first and checked into the Malaysian Airlines crew lounge at 10:50 p.m. local time. He was then followed by his colleague, the first officer, about 25 minutes later, this was planned as a training flight for the first officer as he was completing a transition type course from the Airbus A330 to the boing 7 trip that they would fly on this flight, the Training had gone very well up to this point and if all went well on this flight the captain would recommend him for final line check for the next duty, having said that this was the first time these two pilots were planned to fly together, which would which might explain why the captain had appeared a little earlier. so that we, the instructors, do so if we need to review someone's training record, for example, before the flight to check if there are areas that may require special attention in any case, once the first officer had also signed, the Two pilots proceeded to go through the pre-flight briefing which, from what they could see, seemed fairly straightforward, the weather at Kumur was generally pleasant and dominated by a subtropical high pressure center over Thailand and the weather at their destination, Beijing, too, looked pretty good from what they could see, the only potential problem. was that about 2/3 of the route would pass through a fairly strong jet stream with strong winds that could cause a bit of turbulence, but other than that it seemed pretty straightforward with that in mind and there were no Nots to affect the flight .

The pilots then turned their attention to the flight plan, there were two alternatives listed for Bing and taking both into consideration, the pilots decided on a final fuel of 49,100 kilos which was in line with the amount expected for this flight, neither substantially more nor less. than required, this fuel would give the aircraft an approximate autonomy of 7 hours and 31 minutes, around 2 hours more than the anticipated flight time and that of course will be very important in history, who were the pilots who were going to be in charge of this flight so well the captain was 53 years old with a great career of 33 years in Malaysia Airlines he was married and had three children and in his free time he was involved in the local opposition party he helped deliver groceries to the elderly and Tinker.

With some home electronics, he also started a YouTube channel, which, by the way, still exists, where he showed how to repair certain appliances and, most importantly, where he showed his home simulator that he had built so he could ply his trade at home. this simulator would later be thoroughly investigated, it had been deleted weeks before the flight, but the investigator still found some points of interest manually entered into a backup memory, but with nothing conclusive turning out, in any case, the captain had finances stable, had no known illnesses and was considered a solid and reliable member of his community in terms of his aviation career which began when he was accepted into a program sponsored by Malaysian Airlines back in 1981, completed his licenses and then began flying for them In 1983, he then worked his way up the ranks starting on the F27 and then on the 7372 200 Airbus A300 and finally obtained his first command in the '50s.

This was followed by command on the 737 400 and the Airbus A330 to this day. on my birthday, September 22, 1998. He received his command on the trip of the Boeing 7, which then continued to operate until the day of this flight. His good record and seniority eventually gave him the opportunity to also become a type rating instructor and examiner on this type Ty and it was in this capacity that he was to operate Malaysian Airlines Flight 370 that afternoon he had a total experience of little more of 18,400 hours and 8,659 of them had been flown on the Boeing Triple 7. The first officer was 27 years old and single.

He was also accepted into the airline as a cadet pilot since 2008 and had initially been flying on the Boing 77400, then switched to the fleet Airbus A330 in 2012 and then to the Boing Trip 7 in November 2013, just a few months before. On this flight, and obviously this was the reason he was still in training, he had a total experience of just over 2,800 hours and very little, only 39 hours on the type. Not much else is mentioned about the first officer in the final report, except that he was known. As a good person with a stable economy and no recent major changes in his life, given the large difference in age of the experience and the fact that this was a training flight, one can easily assume that the power gradient in The cockpit would have been quite pronounced, but nothing indicated personal problems between these two colleagues, both had also received more than the required rest before the flight and their licenses and medical examinations were up to date when the pilots completed their pre-flight preparation and briefing. training, they addressed the 10 cabin crew members who were scheduled to operate alongside this.

This was a very experienced crew, with one youngest assistant having flown for 13 years and the oldest being over 35 years old, so the briefing would have been pretty quick and efficient once they were done. They all walked together towards the plane that the ground staff was preparing for them outside. It was a majestic Boeing 7200 ER equipped with two Rolls-Royce Trent 892 Bravo turbofan engines and was in perfect operating condition according to the technical record. The only point of interest was that the flight crew's oxygen cylinder had been refilled just before the flight, but this was a matter of routine maintenance.

Now there are numerous systems on board this plane that will be important to this story and to explain it, I have to get quite technical in places but that's what we do here on the channel anyway, the two pilots had decided that the First Officer was to be the flight pilot for this flight, meaning he immediately began completing pre-flight preparation. As soon as he arrived in the cockpit, this included entering flight information such as flight number and airline information into the FMC CDU, which he did at time 2356 and 8 seconds. Now you may wonder how we can know that exactly and this has to do with it. with one system that will play an incredibly important role here, the aircraft communications addressing and reporting system, more commonly known as acars, this is a digital data link system that connects data providers on the ground directly to the aircraft via VHF or satellite.

Communications allows people on the ground to send things like updated weather flight plans and even make calls or send messages directly to the aircraft when it is in the air and the part of this system that will be most important here is the satellite communications system or satcom, the ACR system. It booted up and established a link via the satcom at time 2354 and about 1 minute and 20 seconds later it captured the inputs from the first office as I just mentioned before, this showed that the system worked well at the beginning of this flight and is worth Note here that the system uses two different satellite antennas depending on whether the aircraft's navigation system is working or not.

Remember that, anyway, while the first officer was working in the cockpit, he soon received a message in the car containing something known as "do not talk." Frequent viewers of this channel know that this means notification to the Captain and is normally sent if the plane would be carrying dangerous goods. In this case, there were actually no dangerous goods on board, only a special cargo was being loaded consisting of several tons of mangoes that apparently had a tendency to leak juice and water and therefore had to be carefully checked. Noto's message confirmed that the cargo had been checked and that there were no leaks but what it did not say is that there were also almost 2 and a half tons of lithium ion batteries loaded on board but these batteries were individually packaged and stored in such a way that they were not considered dangerous goods and therefore have been ruled out as a possible cause of what is about to happen.

Finally the captain returned from his walk and together with his colleague, completed the rest of the preparations prior to the lighting and the briefings and at time 2325 the first Delivery officer called Quala Lumur to request delivery of departure clearance 37. The delivery controller told them that they were authorized to follow pus one alpha's departure from the runway. 32 right and initially climbed to 6,000 feet with a transponder, code 21577, to the Beijing exit at 6,000 feet 57. This was read by the first officer and less than 2 minutes later, Malaysia 370 also requested push and go, which was approved almost immediately after the setback.

The plane received its taxi clearance and then began taxiing to observe runway 32 during the dark Malaysian night and to anyone watching the plane everything seemed completely normal, but this was going to be the last time anyone would see this plane with its own eyes, so what? As for the passengers, well, there were 227 passengers on board from 14 different countries, 153 were from China, making them the largest group, followed by 50 from Malaysia and seven from Indonesia. It was later discovered that two of those passengers had been flying with stolen passports and were identified as Iranians who were probably seeking Refugee status and were not considered a threat.

None of the other passengers raised any type of Suspicion and this means that in total there were 239 passengers and crew on board when the giant Bo 7 lined up on Runway 32 Correct and began to start its engine and I will tell you everything that happened after this, talking about leaving traces. Did you know that there is an entire industry known as data brokers who make a living by selling your digital traces to the highest bidder. What they do is spy on things like your address book contact details, financial data and even family information and then sell them to scammers, financial institutions and even spam Mills.

Now this is totally legal unless you tell each and every one of them. stop and that's where today's sponsor comes in, incog, incog basically works as a guardian of your digital footprint and will work diligently to contact all of those companies for you and then remove your name from their lists, then they will make sure that you no It won't appear again as long as you stay with them constantly scanning to make sure your name doesn't appear on any new company when I signed up. I was surprised when I looked at my dashboard and could see how spread out my data was and it didn't take long after I signed up for the amount of spam and irritating Robo calls to start to decrease, so if you're ready to start taking control of your online presence, then consider giving Incog a try and if you use this link below, which is incog docomo with Code Pilot you will get an exclusive 60% discount on the annual plan thanks incog now let's continue at 40 minutes and 37 seconds after midnight on March 8, quala Tower authorized Malaysian Airlines flight 370 for takeoff 3.

At that moment the co-pilot was at the controls and therefore had handed the radio to the captain and after stabilizing the engines he pressed the buttons. buttons on the robe and the plane began to accelerate down the runway. At 42 minutes ofmidnight the SAT system recorded that the aircraft was in the air and then continued to transmit the aircraft identification codes along with all other normal data and this only showed that everything was completely normal at that stage, the procedures at which lumur were had the pilots automatically switch to the departure frequency after takeoff, that's exactly what the captain also did now, once he called and identified himself, the departure controller told them to cancel the standard instrument departure and in his Instead, they would proceed directly to the waypoint called igari and continue climbing to flight level 180.

It is quite common for controllers to give clearances like this, especially at night, when there is typically less traffic and therefore easier give these types of instructions. The captain simply read the authorization and then selected igari as the active waypoint at the FMC. The first officer would have verified that he told him to execute a route and then selected flight level 180 on the control panel so that the captain could verify just as he would have done thousands of times before, at this stage of the flight everything was still completely normal. and when you listen to the ATC tapes, the captain's voice level is completely relaxed and routine, the plane continued its climb towards igari and finally they were changed to the next lumper frequency radar at 132 decimal 6, this was going to be the controller that he would take care of them until they reached them and the FI border into Vietnam. 7ct 13269, the captain read, endorsed his handover more or less exactly as he should, confirming the new frequency and giving his call sign again, sounding completely normal as he called the new area controller and was told they could continue his promotion to the level of flight 250. which they also read again and just 3 minutes later they received further clearance to upgrade to the requested cruise flight level 350.

As Flight 370 headed northeast they were still completely visible on radar to all ATC units involved and here it's probably a good time to start explaining a little bit about radars in general, there are two different types of radar. To note for this episode: Primary radar, which is also known as raw radar and secondary radar, under normal circumstances commercial air traffic always uses both, but the secondary radar is the one that gives most of the information, depends on a small radio transmitter known as a transponder on board the aircraft and this transponder will be identified by a four letter numerical code with numbers from 0 to 7, remember that was the code. which the first officer previously received as part of the departure clearance, there are now two transponders on board the aircraft and the active one, when activated by the pilots, will send to their traffic control a large amount of information, such as position, altitude, speed and even mCP selections in some cases.

The transponders also communicate with other traffic and therefore allow tcast maneuvers and it is these transponders that make apps like Flight Radar 24 work as anyone can pick up the adsb signals they transmit, but the key to Remember here is that the transponders are on board the aircraft and without them the secondary radar working will not work and neither will those websites or tcas and this brings us to the primary radar, which is an invention that has been with us for a long time in this Essence , works with a simple idea. of sending a radio pulse and then measuring any waves that may hit a target and then bouncing back to the receiver, the direction those returning waves are coming from will give an orientation towards the target, obviously this technology has become much more refined since it was first invented, which makes it much more complex, but you get the general idea: this type of radar can be used to see things that do not voluntarily transmit any information and therefore the military They use it often, but given the nature of shortwave radio signals, this type of radar.

It has quite limited range and cannot accurately track altitude and speed, something that will soon be important. At 1 a.m., 1 minute and 14 seconds, the captain of Malaysian Flight 370 called the lumper area controller to inform him that they were already at flight level 350 370 M over 3 Malayan 370, this was recognized by the controller. , but it wasn't a necessary call for the captain to make, it was more of a matter of courtesy, but you could still hear from the sound of his voice that he was I relaxed when he made this call because of the way his intonation lowered towards the final and it is from here that I have the feeling that we can see the first hint that something is slightly out of order.

Now I want to make it absolutely clear. that nothing in the final report has highlighted that what happened started as soon as here, but I personally reacted to something that was briefly mentioned in the report seen about 7 minutes after the captain called to report that they were level at that flight 350 that called. again and reported the same7 keeping level 3 on the report, this was highlighted as anomalous but the expert didn't think it was worth paying attention to, but I disagree, you see we pilots tend to make these extra calls for two different. The first reason is that we have simply forgotten about it and therefore called again to be sure, but as I said before, this was not a mandatory call.

The other reason we do it is because we've been away from the frequency for a while maybe because we've been fiddling with the radios or turning down the volume or something else and we just want to make sure ATC hasn't tried to call us while we were away, you'll see if we make that call again and ATC just answers Roger or something similar then we know they haven't been trying to call us because if they had they would now repeat any other message they had tried to send previously so with that in mind there were s minutes between the first call and the second call, meaning something may have happened to take the captain off the radio between those calls.

The other thing I reacted to was the captain's tone of voice when he made that second call. Main level 3 again the experts in the report said they could not detect any stress in the voice of the recordings, but what I am hearing is a clear difference in tone between the first and the second call, on the first the captain sounds relaxed with a clear voice. lowering the intonation towards the end and on the second he just sounds busy like he's working on something at the same time as making that Main L call. This workload sound is something I hear often in the simulator as well as when I'm training on the plane and that's why I reacted when I heard it anyway, as expected, the controller simply responded with Malayan 370.

This doesn't have to mean anything and I don't want to speculate further on this detail, but I thought it was worth the worth noting given what was soon to happen, so the plane continued on its clear path towards Igari and, within a few minutes of that last call from the captain, the acar sent its last complete routine message via satcom to the ground station after from this. There would be complete silence from the plane's satellite communication for almost 1 hour and 17 minutes. This detail is super important because it tells us a lot about what probably happened in the cabin, but I'll come back to that soon at 0119 and 24.

Within seconds, the area controller lper ordered Malaysian Airlines FL 370 to contact flight control. hoimin on frequency 120 decimal 9 malan 370 contact hoimin to0 deal 9. This happened about 1 minute before the plane passed by, so technically they were still in Malaysian airspace, but they would soon pass into Vietnam and here It's where the last radio transmission of Flight 370 occurred with the captain simply responding now to some people, which might have sounded like an omnis farewell, but what I heard once again was someone who was so busy that he actually didn't. did. Not completing the reading correctly as I mentioned before all the frequencies we are given should always be read again to avoid errors but that was not done on this call in any case now things started happening very quickly 5 seconds after the plane passed by the gari way.

The transponder functionality that was the part that provided that additional information was suddenly turned off. Now the only way to turn it off is to turn the transponder knob in the cockpit from T to the altit UD off position. A technical fault would have been eliminated. all the signals completely and immediately but in this case it took another 37 seconds for the secondary radar to return to completely disappear and when it did so the aircraft stopped abruptly following the planned route. We know this because the primary radar recorded the turn and what it recorded was that After the initial right turn toward a point called the bod, the airplane now began a sharp left turn of almost 180°.

Instead, now boing tried to replicate this turn in the simulator but couldn't perfectly match the turn and timings, the only simulation I came close to included a manually flown turn, meaning the autopilot must have been disconnected and why you might ask well, the outside pilot will only allow certain bank angles and this turn was so tight that a much steeper turn must have been used at least partially. throughout the turn in order to achieve this, the only reasonable conclusion that can be drawn from this is that someone had started to interfere with the flight path on purpose, the time and position where all this took place also seems far from random. . point just before the F boundary between Malaysia and Vietnam, which meant that the controller from a new country would now assume responsibility for the flight.

The Malaysian controller, who for the first time still had responsibility, had handed over the aircraft and therefore probably did not monitor. He was too close and the new controller Hushi Min would probably wait until the plane called him before starting to pay much attention to it. , which is also exactly what happened now, since it was the perfect place to start this maneuver if the intention was to try to avoid detection and now you might be wondering why disengage autopilot, why not just complete the turn just north by igari. Thailand has something known as an air defense identification zone which on a high-level graphic appears as two parallel purple lines of dots.

As the name suggests, the Thai military would be monitoring any traffic entering that area and would follow it unless it was properly identified, had a working transponder and was following a filed flight plan, carefully avoiding that area. Whoever was now in control would also prevent any direct traffic. Following scrutiny by the Thai military and given the direction in which the plane was turning, anyone looking at the primary radar is likely to assume that the plane was diverting while still under Malaysian control. This turn would also position the plane between what the Thai ADI and Airway Mike said. 765 that would avoid any opposing traffic, this shows us that whoever was now in control was probably very well versed in the structure of the airspace over this particular area and that this was probably planned very carefully after the U-turn was completed , the air continued in a semi-straight line towards the southwest and a VR beacon known as Victor Papa Gulf near Panang in Malaya, the trajectory showed small deviations consistent with an aircraft flying manually and not on autopilot, now that these radar echoes They were only captured on the RAR radar, it was impossible.

To obtain reliable speed or altitude data from them, it is possible that the aircraft descended slightly during this segment, perhaps to gain higher true airspeed while flying over Malaysia. This theory was further corroborated by the fact that a mobile celom mass on the island. of panang briefly detected a mobile phone signal which was later confirmed to be coming from the first office phone, those types of signals usually have a very limited vertical range maximum around 30,000 feet and often much lower than that, but since the atmospheric conditions have a big impact on It is very difficult to speculate on the range here, but since turning off your mobile phone is a checklist item on most airlines, this could indicate that the first officer was trying to communicate here , but no ringing signal ever came and the signal was only detected for a very long time. short time, but what's really intriguing during this segment of the flight is another system that we've already talked about a little bit, which is the satcom system.

As you see, the satcom sends regular interrogations every hour if no other information is transmitted and when the ground station tried to send a message from a car at 2 and 3 minutes in the morning, but did not receive any acknowledgment of the communicationsatellite from the plane, so what does that mean? Well, if the car system simply shut down or failed, the link would still If this occurred, it would simply communicate the fact that the cars were not running and, if the system was manually disconnected from the cabin, this would also be shown in that log and, since none of that happened, the most likely reason for this satcom loss was a power problem. failure in the system itself, this system can now be powered from several different electrical buses and from most of the aircraft's redundant power sources, so this fact has led to some incredibly experienced Boing Trip pilots, whose excellent work I'll link in the description of the It's one way to believe that whoever was in charge of the aircraft after that initial turn must have manually turned off all of those sources.

This can be done by deselecting both the primary and backup generators on your buses using the buttons on the top panel after the aircraft would react by trying to start the Apu to replace those systems so the person in charge would have to turn the switch on. of the Apu and then turn it off again to prevent that external boot from happening, if that happened that would trigger the ram air turbine, the rat would activate manually or automatically and start providing electrical power for the most critical systems such as flight displays primary, navigation displays and navigation equipment, but not the autopilot's hydraulic movement of the flight controls would not be a problem.

Since both engines were still running and providing hydraulics, maneuvering the aircraft manually would still work perfectly fine. Now, of course, removing the primary power sources in this way would cause everything else except the emergency lights to go out on the aircraft and this would likely make things very difficult for both the crew and passengers. in the rear and while we're on the subject of the passengers and crew I want to point out here that we really have no idea what really happened to them, some theories have suggested that whoever was in charge could have depressurized the cabin so that everyone sit in their seats and keep them under control.

This can be done by simply opening the outlet valves manually while keeping the air conditioner running. The fact that the air conditioning was maintained. running would provide heating and make it bearable in the cabin, as otherwise it would turn icy almost immediately, the passengers' oxygen masks would fall in the back, but the oxygen generators on trip 7 would only last about 22 minutes approximately, but the oxygen cylinder that provides oxygen to the cabin crew would last a full 27 hours in case there was only one person using it and as I mentioned before, it had been filled that same morning, this means that if the cabin was kept without pressure without lowering the passengers.

He would be completely incapacitated once the oxygen generator stopped working, but whoever was still in the cabin would be able to continue operating just fine. The useful Consciousness time at 35,000 feet is approximately 1 minute, extending to a few minutes at 30,000 feet and anyone subjected to those altitudes without supplemental oxygen would not be able to make any rational decisions after that and would soon lose consciousness. If oxygen was not provided, it would take another 20 minutes or so for death to occur, but as I said before, we don't do that. We know for sure what happened and we won't know more until the aircraft is found, which is why it is so important that we continue the search now by flying an aircraft at these altitudes manually, possibly using an oxygen mask and with only rough navigation. available would be quite exhausting and is probably why the radar images showed these small heading variations.

Anyway, at this stage, the plane continued to be tracked by civilian and military Roar radar as it continued its path around southern Panang, where it began to turn right. Along the Malaka straight there were temporary lapses in radar coverage, but overall it showed a fairly clear picture of a plane flying in a controlled manner and in no way random, so why was the plane not intercepted or tracked? closer? This was due to a combination of factors and misunderstandings between different air traffic control units and the operations controllers at Malaysia Airlines headquarters. When the plane first disappeared from radar, about 20 minutes passed before the Hosi Min controller called the Malaysian controller to ask where.

The plane was actually now, this was significantly longer than the standard 5 minutes it should take before Aquarius sent, but as I mentioned before, this happened at an intersection between two different countries in the middle of the night, so it's It was likely that the controllers were simply dealing with other traffic and did not monitor their runways too closely when the Malaysian controller, who was still technically responsible for the flight, learned of the plane's disappearance, eventually contacting Malaysian Airlines, who confirmed that they could see the plane flying through Cambodia, which meant that air traffic controllers now began contacting their colleagues along the route the plane was thought to fly to see if they could come into contact with them. and this in turn meant that none of them saw the faint and lonely Echo radar traveling southwest.

It was later discovered that Malaysian Airlines' tracking software was basing the plane's position on predictions when it did not receive any actual data and that was what caused that initial confusion. Now the military saw the plane turn left at Agari, but since it was not violating any new airspace, they assumed it was just a normal aerial turn and did not raise any further alarms or send anyone to intercept it. It was only later, with the help of radar playbacks, that the image of MH 370's true path was obtained. It became clearer after the plane turned northwest, it appeared to be heading towards a waypoint called vamp. .

The satcom system had not yet come online at this stage, so we can assume that the aircraft was still flying in a possibly degraded power state. only with the ramare turbine as a power source, but even if that were the case, navigation still wouldn't be a problem, Victor Papa go VR was still within range, meaning the aircraft could use raw navigation data to find vampires and the Waypoint could also be displayed on the plane's navigation screen so whoever was flying could point the nose at it. Vampy soon stopped and the radar, becoming weaker, Echo continued flying in the general direction of Airway November 571 towards another Waypoint called Piss and soon after the plane passed slightly south of that waypoint at 02:22 and 12 seconds after all conventional radar traces of this flight completely disappeared, there is now a real possibility that there were military radars picking up signals from this aircraft for longer, but given the sensitivity around showing the ability military or the positions of mobile radars, we have not seen any information of this type, which means that from this moment on we are entering the unknown and with that comes the speculations or hypotheses that you all know I try.

To avoid in this channel, so let's try to stick with what we know to continue tracking this plane, the scientific community of investors and various commercial companies had to start using the data they had received in completely new ways and a great example of these are inmarsat data inmarsat is, as its name suggests, a company that provides satellite communication services and it was through its satellites that the satcom system for the acar plane was operating the signals that these satellites sent were never designed to track aircraft , but since there were signals exchanged with MH370, those signals could be inverted.

The engineers provided a crude singular position indicator every time they appeared. The way it was done was basically by imitating certain parts of the GPS system. You see, each GPS satellite is basically an extremely precise timing device and when a device on the ground like your phone or in this case a Triple 7 connects to one of them, the GPS satellite transmits a quick signal that basically says here is where I am and this is the time right now, that signal then travels at the speed of light which still takes a certain amount of time to reach your device, that time is measured to determine how far you are from that GPS satellite and with the position of the satellite and its distance from it we can determine that it is somewhere in the radius of a circle, then obviously your device will connect to multiple satellites, each of which will draw its own circle and where all these circles will meet.

They find well, that's where it is, so in the case of the Inmarsat data, this same technique could basically be used every time as well. the aircraft was connected to the satellite through the satcom system the time it took for its system to respond to the satellite signals was recorded the same thing happened at regular intervals when the satellite checked that the plane was still connected and each of these connections seven of them in total they are the famous handshakes that were reported basically everywhere, each of those handshakes could be used to place the missing plane somewhere along a circle at a specific time and that process of defining a circle or arc is called burst timing offset or BTO, but This was not the only information that the Inmar array signals were able to provide.

Analysts were also able to detect another value in the signal, something known as burst frequency shift, or BFO. BFO provided information that could help investigators determine how the aircraft was moving relative to the satellite. As the name suggests, it involved studying the actual frequencies of the signal the satellite received and then how they differed from the expected frequencies. Think of this like the way an ambulance siren seems to change its pitch as it moves toward you and then passes you as you get closer. Towards you, the sound waves are denser, giving a higher frequency, and after passing through, the sound wave spreads further apart, giving the tone a lower frequency.

This is called the Doppler effect or Doppler shift and primary radars actually also use this in the same way. Of course, I'm simplifying these concepts a bit, but in the case of MH370, since these signals between the plane and the satellite traveled primarily vertically, birth frequency offset or bfo was used to help. Investigators determine whether the plane was climbing or descending. Now those of you who have been paying attention will have noticed that I said that the satcom system was not working. So how did the Inm Maret analyst get any of these handshakes? This is where we arrive. to a really interesting development that occurred at time 0225 and 27 seconds and suddenly MH370's previously unresponsive satellite communication system came to life and proceeded to start sending an on-demand log to the satellite, which then would be known as the The first handshake occurred almost exactly 1 hour after the plane had completed its turn after igari and what is interesting is that the burst frequency offset value on this first handshake was considered unreliable due to to a fairly large frequency error and what makes it so interesting then, well.

It turns out that the quch crystals used in satcom radio transmitters had to be kept at a constant temperature to avoid large frequency fluctuations. This was achieved with the help of something known as a furnace-controlled crystal oscillator, which was basically a temperature controller and needed to warm up after a long power outage, so it likely didn't reach the temperature. correct at this point when the first login message was sent, hence the BFO frequency error and that's how we know the plane was probably on. Up until just before this point, the science is truly amazing. Now this first handshake also lacked a valid flight and company ID that the plane had successfully transmitted previously, we can't know for sure, but if the plane's power had been manually restored at this point, well. then the person in command would probably also know that the satcom system would boot up soon and start sending data, so to remain hidden he would have had to manually enter the multifunctional display and disable all communications over thecommunications manager page before the satellite communication unit the sdu became fully operational if this was done this way this would also erase the flight and company information which is exactly what the data also showed so that you can see, although no data was actually sent, very cleverly, the signals.

They themselves can tell us a lot about what was probably happening. We also know, for example, that the navigation system was working because of which antenna the setcom system was using when it started transmitting, like I said, incredible, so using the Inmarsat data we know that for sure. that the plane continued flying long enough to allow for a total of seven handshakes where the first and last were login requests sent by the plane itself, as I explained before these login requests were probably caused by interruptions of power where the last was probably caused by the refueling of one or possibly both engines after the aircraft had flown for approximately 7 hours and 35 minutes, the last handshake occurred at 0819 Malaysia time which corresponds fairly well to the airplane's endurance based on the fuel recorded now these Handshakes occurred approximately every hour since the system was sent to send a ping every hour, unless other satellite communication activities were initiated.

Two of the handshakes were caused by ground satellite calls from the Malaysian Airlines operations center which reached the cabin but received no response, still resetting the time synchronization of the other handshakes and that is the reason why which these seven handshakes did not occur in the same time intervals but of course now we have a big problem since all the inmar data came from a satellite, the arcs created by these seven handshakes created multiple possible routes through the that the aircraft could have flown and therefore a huge potential search area. Several very successful pilots and researchers have come up with very plausible scenarios for how the aircraft must have flown after that last radar position to line up with all of those seven handshakes and avoid detection, almost everyone agrees that the most probable includes a turn from Co, formerly northwest, around the area of ​​a landmark called neam toward a more southwesterly course, which would take it beyond the northern tip of Indonesia, near the band.

AE and some time later could have chosen a sudden course directly towards the southern Indian Ocean. I will now link to some amazing research work done by Captain Patrick Blle and John Luke Marchand in the description of this video that presents a very plausible situation. final route, but what I really want to do now is also consider the possibility that there may actually be more physical evidence of where this plane ultimately ended up. All the evidence I have presented to you so far points to a deliberate action. from someone on board with expert knowledge of the aircraft, its systems and the airspace it was flying through, but one question that has been bothering me is whether someone who has obviously planned this so thoroughly to avoid detection would take the aircraft to this point and then simply turn the plane south and wait several hours until it runs out of fuel.

It seems a little unlikely given how active this person was during the initial parts of the maneuver and I wouldn't be surprised if he continued as active until the end. In the end, but again, this will be difficult to prove without more physical evidence and now it looks like we may have what you see in In 2008, an American astrophysicist named Joseph Huton Taylor Jr started working on something called the signal propagation reporter protocol. weak or, for short, whisper. He had previously received the Nobel Prize in Physics in 1993 for his work on pulsars, but he was also a great amateur. radio Enthusiast Whisper is a protocol for low power radio transmissions that explores how low, medium and high frequency transmissions propagate over long distances and Taylor designed computer software that was used to analyze these signals when these signals move at great distances, sometimes they disperse when they collide with obstacles. in its path and this causes small anomalies in the signal strength.

This was interesting to radio amateurs because they could sometimes use those obstacles to improve overall reception and, more importantly, a feature of the whisper protocol is that the reception of thousands of these signals has been uploaded to a shared database and stored since 2008. Now I want to be absolutely clear here and say that Taylor himself never designed a whisper to be used for aircraft tracking nor did he think it was possible, but in 2021 avionics were created. Systems engineer Richard Godfrey began exploring the possibility of using the whisper database along with algorithms to look for anomalies in several different simultaneous transmissions, as a sort of poor man's primary radar, in theory, if the exact location of the whisperer is known. transmitter and receiver along with the time of day and about a million other factors, there could be the possibility of using small concurrent anomalies in several of these signals to track something like an airplane and the really interesting thing is that this technology samples thousands of signals every two minutes, which could potentially give us much more information than we previously had.

Godfrey understood this and from 2021 until today, he and his colleagues, Dr. Hannes Quet and Professor Simon Maskell, have been trying to analyze this database to try to find traces of MH370 and in a report published on 31 August 2023 claim that they have actually done exactly that again. This video is not about whether this technology can actually be used in this way or not, but what I find fascinating here is that it is based on verifiable stored data, just like with DNA. That couldn't be used much during the first few years, but since then it has been refined with incredible precision, maybe there really is something hidden within these signs.

This team's tracking data has already improved significantly since their first results as their algorithms have evolved and this latest report tells a pretty fascinating story. Initially, the whisper data matched the existing radar information very well until just before Vampy, where it indicated that the plane turned onto a more westerly heading and then paralleled the assumed trajectory on a slightly more sudden heading. than indicated by the RAR radar and this could be due to the inherent precision of the technology or to the radar itself which at that point was at the limit of its effective range, in any case the whispering track continued towards the northwest where it exactly intercepted the arc of the first Inmarsat handshake at time 0228 and 15 seconds, the data indicates that the aircraft continued to climb towards a point known as sanb, after which it turned left towards uram, all very close to what the others experts predicted. the plane must have done so to continue avoiding military radars and additional scrutiny by ATC.

Now I won't go into all the details of the route that the whispered data indicated, but I want to highlight some important things that this data pointed to a track that was not completely straight towards the southern Indian Ocean, but instead showed a series of turns. Each of which pointed towards an existing waypoint, but never on the same airway, this corresponds very well with an aircraft that was still being piloted but in a planned manner to avoid interfering with existing airways where a conflict could arise. possible traffic conflict, remember that it would not be seen in tcast nor could the person flying it see other traffic if the intention was not to be detected, this type of behavior would make a lot of sense since its final destination would be very difficult to predict in case was being partially monitored.

Whisper's data also suggested that the plane slowed slightly during two different intervals of its erratic southward flight, which could possibly mean staggered climbs, but what really caught my attention. was the fact that the whisper data corresponded almost perfectly to Marat's seven handshake arcs, data that no one questions by the end of the flight. The position of the whisper also indicated something very strange because it seemed that the plane began to fly. in a figure-eight pattern between the sixth and seventh handshake, which would have been when the plane was predicted to be running out of fuel, the plane would not do so on its own because the rer trim system on the Boeing 7 is designed to compensate. for asymmetrical confidence after an engine failure, so if this pattern was actually flown, it must have been a deliberate act on the part of whoever was at the controls.

It is now very difficult to speculate as to why anyone would do something like that, but at this time it would have been daylight in that area and the weather was clear, so it is possible that this was done to keep an eye out for ships in the nearby area as a guarantee that the aircraft's final resting place would not be seen. The BFO of Inmas data indicated that the aircraft could have been in a very steep descent during the last record in the handshake at an altitude of 14,500 feet per minute, but that does not necessarily mean that it simply dove straight into the sea again, according to the excellent report of Captain Bley and Januk Mand. there is a possibility that the right engine may have shut down due to lack of fuel and this may have led the person in charge to start the Apu and open the Crossfield valve to maximize use of the remaining fuel.

The Apu's standpipe sits a little lower in the tank than the engines do, giving it a little more access to all the available fuel and the person in charge could have manually shut down the remaining engine to maximize fuel. use of the Apu, which would have given access to all flight controls and systems for as long as possible. and also allow the flaps to extend, which would not be possible without a working engine or Apu. When the inmate's last login was completed, it lacked information, for example, from the in-flight entertainment system, which is logical if the plane was being powered. only by the Apu since systems like the if would have been discarded to prioritize more important systems according to Captain bl's calculations, the aircraft could have ended up very close to the seventh Arc if it was in a fast dive or as far away as 60 7 even nautical miles further south if the plane flew to maximize its glide and land with flaps 30 selected, the whisper data showed a possible last position at time 0819 and 37 seconds and after that no more correlated anomalies were found, we know that the plane crashed in the ocean in or near the area already searched because internal and external parts of the aircraft were found;

The confirmed piece of debris comes from a right wing fin, as well as many other components that almost certainly came from MH370, all of those pieces have been washed along the coasts of East Africa and surrounding islands by currents that They can trace back to this general area and since some of the debris found came from inside the plane, it is likely that it broke up. After the impact, this horrible story has already led to improvements in tracking commercial aircraft over oceans, longer life for emergency located transmitters, and better ATC procedures for tracking aircraft, but we can't put this aside any sooner. of the remains being found again, that is why I created This video linked below here in the description are two different theories describing two new search areas outside of those already searched in the largest search effort in the history of the aviation.

One of those theories is based on the skill and knowledge of two veteran Tri 7 captains and the other. in an L challenged a new application of existing radio data, but the data has recently been shown to work after flights in other areas. I'm not here to judge what is right or wrong, all I want to achieve is for the search to begin again. For the sake of the families left behind, here are two new, relatively small areas to search. Please get the boats out and let's get to the bottom of this literally.