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A NEW Trace! The FULL MH370 Story, so Far.. — Transcript

by Mentour Pilot · 9,212 words · 1,420 segments · language en · Watch on YouTube

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0:04[Music]
0:35how can a boing trip 7 one of the
0:38biggest and most modern aircraft in the
0:40world just vanished without the
0:44trace it
0:49can't everything lost leaves a
0:56trace at a Malaysia Airlines flight with
0:59200 39 people on board Mage 370 flight
1:03370 flight image
1:06370 there are mysteries in the world and
1:09then there is the story of
1:11MH370 this is a story so full of
1:14questions and theories that it's almost
1:16impossible to tell it without resorting
1:18to Pure speculation this is the reason I
1:21have refrained from covering it up until
1:23now but since at the time of this
1:25video's release it's gone 10 years since
1:28239 people disappeared Without a Trace I
1:32decided to make an exception this story
1:35is created with one goal and one goal
1:37only and that is to persuade the
1:39authorities to restart the search for
1:41the missing boying Triple 7 and with
1:44that hopefully also provide some closure
1:46to the families some of which I've been
1:48in contact with before making this video
1:51I will today share with you new
1:52potential evidence based Parton a
1:54technology that has been enhanced and
1:56refined over the last few years to the
1:58point where it now possibly can provide
2:00new Clues to where this aircraft finally
2:03ended
2:04up this is the story of Malaysian
2:06Airlines flight 370 as far as we know
2:21it on the 7th of March 2014 a crew from
2:25Malaysian Airlines checked in for a
2:26night Duty which was to take them from
2:28qual lumur International airport in
2:30Malaysia up to Beijing International in
2:33China except for the late start time it
2:36was supposed to be a quite nice Duty
2:38with a calculated flight time of only 5
2:40hours and 34 minutes meaning that they
2:42would eventually be finished in Beijing
2:44around midm morning the following day
2:46the captain of the flight arrived first
2:48and signed in at the Malaysian Airlines
2:50crew room at local time
2:522250 he was Then followed by his
2:54colleague the first officer around 25
2:56minutes
2:57later this was planned as a training
3:00flight for the first officer since he
3:02was completing a transition type course
3:04over from the Airbus A330 to the boing
3:06trip 7 which they would be flying on
3:08this flight the training had gone really
3:11well up until this point and if
3:13everything went fine on this flight he
3:15would be recommended for final line
3:17check by the captain for the following
3:19Duty having said that this was the first
3:22time that these two pilots were planned
3:23to fly together which might explain why
3:25the captain had turned up a little bit
3:27earlier you see it's pretty Comm for us
3:30instructors to do so if we need to
3:32review someone's training file for
3:33example before the flight to check out
3:35if there's any areas that might require
3:37special attention in any case once the
3:40first officer had also signed in the two
3:42pilots proceeded by going through the
3:44pre-flight briefing which from what they
3:46could see looked pretty straightforward
3:48the weather in kumur was generally nice
3:51and dominated by a subtropical high
3:53pressure center over Thailand and the
3:55weather at their destination Beijing
3:57also looked quite good from what they
3:59could see
4:00the only potential issue was that about
4:022/3 down the route they would be passing
4:04through a pretty strong jet stream with
4:06high winds which could cause a bit of
4:08turbulence but apart from that it was
4:10looking pretty
4:11straightforward with that in mind and no
4:14Nots affecting the flight either the
4:16pilots then turned their attention to
4:17the flight plan there were two
4:20alternates listed for Bing and taking
4:22into consideration both of these the
4:24pilots decided on a final fuel of
4:2649,100 kilos which was in line with the
4:29expect expected amount for this flight
4:31neither substantially more nor less than
4:33required this fuel would give the
4:35aircraft an approximate endurance of 7
4:37hours and 31 minutes around 2 hours
4:40longer than the anticipated flight time
4:42and that will of course become very
4:44important in the
4:46story so who were the pilots that were
4:49going to be in charge of this flight
4:51then well the captain was a 53y old with
4:53a 33-year great track record in Malaysia
4:56Airlines he was married with three
4:58children and on his spare time he was
5:00involved in the local opposition party
5:02helped deliver groceries to elderly and
5:05Tinker with some home electronics he had
5:08also started a YouTube channel which by
5:10the way is still there where he showed
5:12how to mend certain home appliances and
5:14also crucially where he showed off his
5:16home simulator which he had built to be
5:18able to practice his trade at home this
5:21simulator would later be investigated
5:23thoroughly it had been erased weeks
5:25before the flight but the investigator
5:27still found some manually entered
5:28waypoints of interest in a backup memory
5:31but without it proving to be anything
5:34conclusive in any case the captain had
5:36stable finances no known illnesses and
5:39was regarded as a solid reliable member
5:41of his community in terms of his
5:44Aviation career it had started when he
5:45was accepted into a sponsored program
5:47for Malaysian Airlines already back in
5:501981 he completed his licenses and then
5:53started flying for them back in
5:551983 he then worked his way up the ranks
5:58starting on the f27 and then the
6:0173700 Airbus a300 and finally he got his
6:04first command on the 50 This Was
6:07Then followed by command on the 737 400
6:10and the Airbus A330 until actually on my
6:12birthday the 22nd of September 1998 he
6:16received his command on the Boeing trip
6:177 which he then continued to operate
6:19until the day of this
6:21flight his good track record and
6:23seniority eventually gave him the
6:25opportunity to also become a typ rating
6:27instructor as well as an examiner on
6:29this typ Ty and it was in this capacity
6:31that he was going to operate Malaysian
6:33Airlines flight 370 on this evening he
6:36had a total experience of just over
6:3918,400 hourss and
6:418,659 of those had been flown on the
6:43boing Triple 7 the first officer was 27
6:46years old and single he had also been
6:49accepted into the airline as a Cadet
6:51pilot started in 2008 and he'd been
6:53flying initially on the boing
6:5577400 he had then changed over to the
6:58Airbus A330 Fleet 2012 and then onto the
7:01boing trip 7 in November 2013 just a few
7:04months before this flight and this was
7:07obviously why he was still in training
7:09he had a total experience of just over
7:112,800 hours and very little only 39
7:14hours on the type there is not much more
7:17mentioned about the first officer in the
7:18final report except that he was known as
7:20a nice person with stable economy and no
7:23recent major changes in his life now
7:26given the vast difference in experience
7:28seniority and the fact that this was a
7:30training flight it can be easily assumed
7:32that the power gradient in the cockpit
7:34would have been quite steep but nothing
7:37indicated any personal issues between
7:39these two colleagues both of them had
7:41also received more than the required
7:43rest before the flight and their
7:45licenses and Medicals were all up to
7:48date when the pilots had completed their
7:50pre-flight preparation and training
7:52briefing they walked over to their 10
7:54cabin crew members that they were
7:55scheduled to operate together with this
7:57was a vastly experienced crew with a
8:00most Junior attendant having flown for
8:0213 years and the most senior over 35
8:05years so the briefing would have been
8:07pretty quick and efficient after they
8:09were finished they all walked together
8:11out to the aircraft that was being
8:13prepared for them by the ground crew
8:15outside it was a majestic Boeing 7200 ER
8:20equipped with two Rolls-Royce Trent 892
8:23Bravo turbofan engines and it was in
8:26perfect working condition according to
8:27the tech log the only point of Interest
8:30was that the flight crew oxygen cylinder
8:31had been topped up just prior to the
8:33flight but this was a routine
8:35maintenance thing now there are numerous
8:37systems aboard this aircraft that will
8:39become important for this story and in
8:41order to explain it I will have to
8:42become quite technical in some places
8:45but also that's kind of what we do here
8:47on the
8:47channel anyway the two pilots had
8:50decided that the first officer was going
8:52to be Pilot Flying for this flight
8:53meaning that he immediately started
8:55completing the pre-flight preparation as
8:56soon as he arrived to the cockpit this
8:59included inputting flight information
9:02like the flight number and the airline
9:03info into the FMC CDU which he did at
9:06time 2356 and 8 seconds now you might
9:10wonder how we can know that so exactly
9:13and this has to do with a system that
9:14will play an incredibly important role
9:16here the aircraft Communications
9:19addressing and Reporting System more
9:21commonly referred to as acars this is a
9:24digital data link system which connects
9:26data providers on the ground directly to
9:28the aircraft via either VHF or satellite
9:31Communications it enables people on the
9:33ground to send things like updated
9:35weather flight plans and even make calls
9:37or send messages directly to the
9:39aircraft when it's airborne and the part
9:41of this system which is going to be most
9:43important here is the satellite
9:44Communications or satcom system the ACR
9:48system booted up and established a link
9:50through the satcom at time 2354 and
9:52about 1 minute and 20 seconds later it
9:54captured the first office's inputs as I
9:57just mentioned before this showed that
9:59the system worked fine in the beginning
10:01of this flight and it's worth noting
10:03here that the system uses two different
10:05satellite antennas depending on if the
10:07aircraft's navigation system is working
10:09or not remember that anyway as the first
10:13officer was working away in the cockpit
10:15he soon received an acar message
10:16containing something known as a no talk
10:19frequent viewers of this channel will
10:21know that this stands for notification
10:23to Captain and is normally sent out if
10:26the aircraft would be carrying dangerous
10:27goods in this case there were actually
10:30no dangerous goods on board just some
10:32special load being loaded consisting of
10:34several tons of mango which apparently
10:37had a tendency to leak juice and water
10:40and therefore had to be checked closely
10:42the Noto message confirmed that the
10:44cargo had been checked and that it
10:45wasn't leaking but what it didn't say
10:48was that there was also nearly 2 and a
10:50half tons of lithium ion batteries
10:52loaded on board but these batteries were
10:54individually packaged and stored in such
10:56a way that they were not considered
10:58dangerous goods and they have therefore
11:00been ruled out as a possible cause for
11:02what's about to happen eventually the
11:04captain returned from his walk around
11:06and together with his colleague they
11:07completed the rest of the pre-light
11:09preparations and briefings and at time
11:112325 the first officer called up quala
11:14lumur delivery to request their
11:15departure
11:16clearance delivery
11:20[Music]
11:2137 the delivery controller told them
11:23that they were clear to follow the pus
11:25one alpha departure from Runway 32 right
11:28and initially climbed to 6,000 ft with
11:30transponder the code
11:3421577 to Beijing departure 6000 ft s
11:3957 this was read back by the first
11:41officer and less than 2 minutes later
11:43Malaysia 370 also requested push and
11:46start which was almost immediately
11:58approved
12:11P after the push back the aircraft
12:13received its taxi clearance and then
12:15started taxiing out to watch Runway 32
12:17right through the dark Malaysian night
12:19and for anyone watching the aircraft
12:21everything looked completely normal but
12:24this was going to be the last time
12:26anyone saw this aircraft with their own
12:28eyes so what about the passengers then
12:31well there were 227 passengers on board
12:34coming from 14 different nations 153
12:38were from China making those the largest
12:40group followed by 50 from Malaysia and
12:42seven from
12:43Indonesia two of those passengers were
12:45later found to have been flying on
12:47Stolen passports and they were
12:49identified as Iranians who were most
12:51likely looking for Refugee status and
12:53were not considered a threat none of the
12:56other passengers raised any type of
12:58Suspicion and this means that in total
13:00there were 239 passengers and crew on
13:03board when the giant Bo 7 lined up on
13:05Runway 32 Right and started spooling up
13:08its
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14:27let's continue at 40 minutes and 37
14:30seconds past midnight on the 8th of
14:32march quala Tower cleared Malaysian
14:34Airlines flight 370 for
14:37takeoff
14:383 take
14:45off the first officer was at the
14:47controls at this point and had therefore
14:49handed over the radio to the captain and
14:50after the engines were stabilized he
14:52pushed the toga buttons and the aircraft
14:54started accelerating down the runway at
14:5642 minutes past midnight the SAT system
14:59recorded that the aircraft was airborne
15:01and did then continued to transmit the
15:03aircraft's identification codes together
15:05with all of the other normal data and
15:07this just showed that everything was
15:09completely normal at that
15:11stage the procedures in qual lumur was
15:14for the pilots to automatically switch
15:15over to the departure frequency after
15:17takeoff so that's exactly what the
15:19captain now also did once he called up
15:22and identified himself the departure
15:23controller told them to cancel the
15:25standard instrument departure and
15:27instead proceed direct toward Waypoint
15:29called igari and continue to climb to
15:31flight level 180 it's pretty common that
15:34controllers give clearances like this
15:36especially at night when there's
15:38typically less traffic and therefore
15:40easier to give these kind of directs the
15:43captain just read back the clearance and
15:45then selected igari as the active
15:47Waypoint in the FMC the first officer
15:49would have then verified it told him to
15:51execute a routing and then selected
15:53flight level 180 in the mode control
15:55panel for the captain to verify just
15:57like they would have done thousand of
15:59times before at this stage of the flight
16:02everything was still completely normal
16:04and when you listen to the ATC tapes The
16:06Voice level of the captain is completely
16:08relaxed and routine the aircraft
16:11continued its climb towards igari and
16:13they were eventually changed over to the
16:14next frequency lper radar on 132 decimal
16:186 this was going to be the controller
16:20looking after them until they reached
16:21thei and the FI boundary towards
16:24Vietnam
16:2670ct 13269
16:33the captain read backed his Handover
16:35more or less exactly as he should by
16:36confirming the new frequency and giving
16:38his call sign again sounding completely
16:41normal when he called up the new area
16:43controller he was told that they could
16:45continue their climb to flight level 250
16:47which he also read back and only 3
16:49minutes later they received further
16:51clearance to climb to their requested
16:53Cruise level flight level
16:56350 as flight 370 progressed up towards
16:59the Northeast they were still fully
17:01visible on radar for all involved ATC
17:04units and here it's probably a good time
17:06to start explaining a bit about Radars
17:08in general there are two different types
17:11of radar to keep in mind for this
17:12episode primary radar which is also
17:15referred to as raw radar and secondary
17:18radar under normal circumstances
17:20commercial air traffic always uses both
17:22of them but the secondary radar is what
17:24gives the majority of the information it
17:27is dependent on a small radio
17:29transmitter known as a transponder on
17:31board the aircraft and this transponder
17:33will be identified by a four-letter
17:35numerical code with numbers from 0 to 7
17:39remember that was the code that the
17:40first officer received earlier as part
17:42of the departure clearance now there are
17:44two transponders on board the aircraft
17:46and the active one will when it's
17:47activated by the pilots send their
17:49traffic control loads of information
17:51like position altitude speed and even
17:53mCP Selections in some cases the
17:56transponders also communicates with
17:58other traffic and therefore enables
17:59tcast maneuvering and it's these
18:01transponders that makes apps like Flight
18:03Radar 24 work since anyone can pick up
18:06the adsb signals that they
18:09transmit but the key thing to remember
18:11here is that the transponders are on
18:13board the aircraft and without them
18:15functioning secondary radar will not
18:17work and neither will those websites or
18:21tcas and this brings us to the primary
18:23radar which is an invention that has
18:25been with us for a very long time by now
18:29in this Essence it works on a simple
18:31idea of sending out a radio pulse and
18:33then measuring any waves that might hit
18:35a Target and then bounce back to the
18:37receiver the direction those returning
18:40waves are done coming from will give a
18:42bearing towards the target obviously
18:44this technology has become much more
18:46refined since it was first invented
18:48making it much more complex but you get
18:50the general idea this type of radar can
18:54be used to see things that are not
18:56transmitting any information voluntarily
18:58and it's therefore often used by the
19:00military but given the nature of
19:02shortwave radio signals this type of
19:04radar has a quite limited range and
19:06cannot accurately track altitude and
19:08speed very well something that will
19:10become important
19:12soon at 1 minute and 14 seconds past 1
19:16in the morning the captain of Malaysian
19:18flights 370 called up the lumper area
19:20controller to advise him that they were
19:22now level at flight level
19:25350 370 M over 3
19:29Malaysian
19:31370 this was acknowledged by the
19:33controller but this was not a necessary
19:35call to make by the captain it was more
19:38of a courtesy thing but you could still
19:40hear from the sound of his voice that he
19:42was relaxed when he made this call from
19:44the way that his intonation kind of
19:46dropped towards the
19:48[Applause]
19:51end and is from here on that I have a
19:54feeling that we can see the first
19:56indication of something being slightly
19:57out of order
19:59now I want to make it absolutely clear
20:01that nothing in the final report has
20:02highlighted that whatever happened
20:04started as early as here but I
20:06personally reacted to something that was
20:08just briefly mentioned in the report you
20:11see about 7 minutes after the captain
20:13called in that they were level that
20:15flight of 350 he called up again and
20:18reported the very same
20:22thing7 maining level 3 in the report
20:25this was highlighted as anomalous but
20:28the expert didn't think that it was
20:29worth paying any attention to but I
20:32disagree you see we Pilots tend to make
20:35these extra calls for two different
20:38reasons the first is that we have just
20:40simply forgotten about it and therefore
20:42call again just to be on the safe side
20:44but like I said earlier this was not a
20:46mandatory call to make the other reason
20:49we do it is because we've been away from
20:51the frequency for a while maybe because
20:53we have been fiddling with the radios or
20:55turned down the volume or something else
20:57and we just want to make sure sure that
20:59ATC hasn't tried to call us while we
21:01were gone you see if we make that call
21:04again and ATC just responds Roger or
21:07something similar well then we know that
21:08they haven't been trying to call us
21:10because if they would have they would
21:12now repeat any other messages that they
21:14had previously tried to send so with
21:17that in mind there were s minutes
21:19between the first call and the second
21:21call which means that something might
21:23have happened to take the captain away
21:25from the radio between those calls
21:29the other thing that I reacted to was
21:31the tone of voice of the captain when he
21:33made that second
21:36call Main level
21:393 again the experts in the report said
21:42that they couldn't detect any stress in
21:44the voice from the recordings but what I
21:46hearing is a clear difference in Pitch
21:48between the first and the second call in
21:51the first the captain sounds relaxed
21:54with a clear dropping intonation towards
21:56the end and in the second he just sounds
21:59busy like he's working on something at
22:01the same time that he's making that
22:04[Applause]
22:09call Main
22:11L this the sound of workload is
22:14something that I often hear in the
22:16simulator as well as when I'm doing
22:18training in the aircraft and that's why
22:20I reacted to it when I heard it anyway
22:23as expected the controller just
22:25responded with Malayan 370
22:30now this doesn't have to mean anything
22:32and I don't want to speculate any
22:34further on this detail but I thought it
22:36was worth to highlight given what's soon
22:38about to
22:40happen so the aircraft continued its
22:42cleared track up toward igari and within
22:44minutes of that last call from the
22:46captain the acart sent out its last
22:49complete routine message via satcom down
22:51to the ground station after this there
22:54would be a complete silence from the
22:56aircraft satcom for almost 1 hour hour
22:58and 17 minutes this detail is super
23:02important because it tells us a lot
23:04about what likely happened in the
23:05cockpit but I'll get back to that soon
23:08at time 0119 and 24 seconds the lper
23:12area controller instructed Malaysian
23:14Airlines FL 370 to contact hoimin
23:16control on frequency 120 decimal 9 malan
23:20370 contact hoimin to0 de 9 this
23:24happened about 1 minute before the
23:26aircraft flew past thear so they were
23:28still technically in Malaysian airspace
23:30but would soon pass into
23:32Vietnam and this is where the very last
23:35radio transmission occurred from flight
23:37370 with the captain simply
23:40[Music]
23:46answering now for some people that might
23:49have sounded like an omnus farewell but
23:51what I heard was once again someone who
23:53was busy so busy in fact that he didn't
23:56complete the read back correctly like I
23:58mentioned before all frequencies we are
24:00given must always be read back to avoid
24:03mistakes but that was not done in this
24:05call in any case now things started
24:08happening very quickly 5 seconds after
24:12the aircraft flew past the gari the mode
24:14s functionality of the transponder that
24:16was the part that gives that extra
24:18information was suddenly switched off
24:21now the only way to switch off only that
24:23is to turn the transponder knob in the
24:25cockpit from t r to the altit ude off
24:29position a technical malfunction would
24:32have removed all signals completely and
24:34immediately but in this case it took
24:36another 37 seconds for the secondary
24:38radar return to completely disappear and
24:40as it did the aircraft abruptly stopped
24:43following the planned
24:44route we know this because the primary
24:47radar recorded the turn and what it
24:49registered was that after the initial
24:51right turn towards a point called bod
24:54the aircraft now started a sharp almost
24:56180° left turn
24:59instead now boing tried to replicate
25:02this turn in the simulator but weren't
25:04able to match up the turn and the
25:06timings perfectly the only simulation
25:08that got close included a manually flown
25:11turn meaning that the autopilot must
25:13have been
25:14disconnected and why is that you might
25:16ask well the outter pilet will only
25:18allow certain Bank angles and this turn
25:21was so tight that a much steeper Bank
25:24must have been used at least partially
25:25throughout the turn in order to
25:27accomplish it the only reasonable
25:29conclusion that can been drawn from this
25:31is that someone had now started
25:33interfering with the flight's trajectory
25:34on purpose the timing and position of
25:37where all of this took place also looks
25:39far from random igar was the point just
25:42before the F boundary between Malaysia
25:45and Vietnam which meant that the
25:46controller from a new country would now
25:48be taking over the responsibility for
25:50the flight the Malaysian controller
25:52which forly still had the responsibility
25:54had handed the aircraft over and
25:56therefore probably didn't monitor it too
25:58close closely and the new hushi Min
26:01controller would likely wait until the
26:02aircraft called him up before starting
26:04to pay much attention to it which is
26:06also exactly what now
26:08happened given this it was the perfect
26:11place to initiate this maneuver if the
26:14intention was to try to avoid detection
26:17and now you might ask why disengage the
26:18autopilot why not just complete the
26:21turn well just to the north of igari
26:24Thailand has something known as an air
26:26defense identification Zone which on a
26:29high Lev chart shows up as two dotted
26:32parallel purple lines as the name
26:35suggests the Thai military would be
26:37monitoring any traffic entering into
26:39that zone and follow it up unless it was
26:41properly identified had a working
26:43transponder and followed a filed Flight
26:46Plan by carefully avoiding that zone
26:48whoever was now in control would also
26:50avoid any direct scrutiny from the Thai
26:52military and given the direction the
26:54aircraft was now turning it's likely
26:56that anyone looking at the primary radar
26:58would assume that the aircraft was just
27:00diverting still under Malaysian control
27:03this turn would also position the
27:05aircraft between that Thai ADI said and
27:08Airway Mike 765 which would avoid any
27:11opposite
27:13traffic this shows us that whoever was
27:16now in control was likely very well
27:18versed with the airspace structure over
27:20this particular area and that this was
27:22likely very carefully planned
27:25out after the U-turn was finished the
27:27air continued in a semi straight line
27:30down towards the southwest and a VR
27:32Beacon known as Victor Papa Gulf near
27:35panang in Malaya the track showed small
27:38deviations consistent with an aircraft
27:40being flown manually and not on
27:42autopilot now since these radar echos
27:45were only captured on RAR radar it was
27:47impossible to get any reliable speed or
27:49altitude data from them it is possible
27:52that the aircraft descended slightly
27:54during this segment maybe to gain a
27:56higher true air speed that it was
27:58overflying Malaysia this theory was
28:01further corroborated by the fact that a
28:03celom mobile Mast on the island of
28:05panang briefly detected a mobile phone
28:08signal which was later confirmed to have
28:10come from the first office's phone those
28:12type of signals generally have a very
28:15limited vertical range maximum around
28:1730,000 ft and often much lower than that
28:20but given that atmospheric conditions
28:22have huge impact on the Range it's very
28:25hard to speculate here but since turning
28:28off the mobile phone is a checklist item
28:30in most Airlines this could indicate
28:33that the first officer was trying to
28:34communicate here but no call signals
28:37ever came through and the signal was
28:39only detected for a very short while but
28:43what is really intriguing during this
28:45segment of the flight is another system
28:47that we have already talked about a
28:48little bit which is the satcom system
28:51you see the satcom sends out regular
28:54interrogations every hour if no other
28:56information is being transmitted
28:59and when the groundbased station tried
29:01to Uplink an acar message at time 3
29:03minutes past 2 in the morning it didn't
29:05receive any acknowledgement back from
29:07the aircraft satcom so what does that
29:11mean then well if the acar system was
29:14just switched off or failed the link
29:17would still take place it would just
29:19communicate the fact that acars wasn't
29:21working and if the system was manually
29:23logged off from the cockpit this would
29:26also be shown in that log and because
29:28none of that happened the most likely
29:30reason for this satcom loss was a power
29:33failure to the system
29:35itself now this system can be powered
29:38from several different electrical buses
29:40and from most of the aircraft redundant
29:42power sources so this fact has led some
29:45incredibly experienced boing trip 7
29:47Pilots whose excellent work I will be
29:49linking to in the description by the way
29:51to believe that whoever was in charge of
29:54the aircraft after that initial turn
29:56must have manually turned off all of
29:58those
29:59sources this can be done by deselecting
30:02both the primary and backup generators
30:04from their buses using the buttons on
30:06the overhead panel after that the
30:09aircraft would react by trying to outo
30:11start the Apu in order to replace those
30:13systems so the person in charge would
30:15then have to put the Apu switch to on
30:17and then back off again to stop that
30:19outter start from happening if that
30:21would happen that would then trigger the
30:23ram air turbine the rat to be activated
30:26either manually or automatically and it
30:28would start to provide electrical power
30:29for the most critical systems like
30:31primary flight displays navigation
30:33displays and navigation equipment but
30:36not the
30:37autopilot hydraulic movement of the
30:39flight controls would not be a problem
30:41since both engines were still working
30:43and providing hydraulic so maneuvering
30:45the aircraft manually would still work
30:46perfectly fine now of course removing
30:49the primary power sources in this way
30:52would cause everything else except
30:53emergency lighting to go black in the
30:55aircraft and it's likely that this would
30:57make make things very difficult for both
30:59the crew and the passengers in the back
31:02and while we're on the subject of the
31:04passengers and crew I want to point out
31:06here that we really have no idea about
31:08what actually happened to them some
31:11theories have suggested that whoever was
31:13in charge might have depressurized the
31:16cabin in order to get everyone into
31:17their seats and keep them under control
31:20this is possible to do by just opening
31:22the outflow vals manually was still
31:24keeping the air conditioning running the
31:26fact that the air conditioning was kept
31:28running would provide Heating and make
31:30it bearable in the cockpit as it
31:32otherwise would become freezing cold
31:34almost immediately the passenger oxygen
31:36masks would then drop in the back but
31:38the oxygen generators in the trip 7
31:40would only last for about 22 minutes or
31:42so but the oxygen cylinder which is
31:45providing the cockpit crew with oxygen
31:47would last a full 27 hours in case
31:50there's only one person using it and it
31:52had like I mentioned before been topped
31:54up just that very
31:56morning this means that if the cabin was
31:59kept unpressurized without descending
32:01the passengers would become completely
32:03incapacitated once the oxygen generator
32:05stopped working but whoever was still in
32:09the cockpit would be able to just
32:11continue to operate just fine the time
32:13of useful Consciousness at 35,000 ft is
32:16about 1 minute extending to a few
32:18minutes at 30,000 ft and anyone
32:21subjected to those altitudes without
32:23supplemental oxygen would after that not
32:25be able to take any rational decisions
32:27and soon become
32:29unconscious after that if no oxygen
32:32would be provided it would take another
32:3320 minutes or so until death would
32:39occur but like I said before we don't
32:41know for a fact what happened and we
32:43won't know more until the aircraft is
32:45found which is why it is so important
32:48that we continue the
32:50search now flying an aircraft at these
32:53altitudes manually whilst possibly
32:55wearing an oxygen mask and with only rud
32:57mentary navigation available would be
33:00quite tiring and that's likely why the
33:02radar images were showing this small
33:05heading variations anyway at this stage
33:08the aircraft continued to be tracked by
33:10both civilian and Military Roar radar as
33:13it continued its way around the south of
33:15panang where it started turning right
33:17through the malaka straight there were
33:19temporary lapses in the radar coverage
33:22but all in all it painted a fairly clear
33:24picture of an aircraft flying in a
33:26controlled way and not in any way
33:29random so why wasn't the aircraft
33:33intercepted or tracked more closely then
33:36well this was due to a combination of
33:39factors and misunderstandings between
33:41different Air Traffic Control units and
33:42the operations controllers in Malaysia
33:44Airlines
33:45Headquarters when the aircraft first
33:48disappeared from radar it took around 20
33:50minutes before the hosi Min controller
33:52called up the Malaysian controller to
33:54ask about where the aircraft actually
33:57was
33:58now this was significantly longer than
34:00the standard 5 minutes it should take
34:02before Aquarius sent but like I
34:04mentioned before this happened at an
34:06intersection between two different
34:07countries in the middle of the night so
34:10it's likely that the controllers were
34:12just dealing with other traffic and
34:14didn't monitor their strips too closely
34:17when the Malaysian controller who was
34:18still technically responsible for the
34:20flight was made aware of the missing
34:22aircraft he eventually contacted
34:24Malaysian Airlines who confirmed that
34:26they could see the aircraft flying up
34:28through
34:29Cambodia this meant that the air traffic
34:31controllers now started contacting their
34:33colleagues along the route that the
34:34aircraft was thought to be flying to see
34:37if they could get into contact with them
34:39and this in turn meant that none of them
34:41saw the lonely faint radar Echo that was
34:44traveling Southwest instead it was later
34:47found out that the Malaysian Airlines
34:49tracking software was basing the
34:51position of the aircraft on predictions
34:53when it didn't receive any real data and
34:56that's what had caused that initial
34:58confusion now the military did see the
35:01aircraft turning left after agari but
35:03since it wasn't violating any new
35:05airspace they assumed it was just a
35:07normal air turn back and didn't raise
35:09any further alarms or send anyone up to
35:12intercept it was only later with the
35:15help of radar playbacks that the picture
35:17of MH 370's true path became clearer
35:21after the aircraft had turned right up
35:23towards the Northwest it looked like it
35:25was heading towards a waypoint called
35:27vamp
35:28the satcom system still had not logged
35:30on at this stage so we can assume that
35:31the aircraft was still flying in a power
35:33degraded State possibly only with the
35:35ramare turbine as a power source but
35:37even if that was the case navigation
35:39would still not be a problem the Victor
35:42Papa go VR was still well within range
35:45meaning that the aircraft could use raw
35:47data navigation to find vampy and the
35:49Waypoint could also be displayed on the
35:51aircraft navigation display so whoever
35:53was flying could just point the nose
35:55towards it vampy was soon paused and the
35:58now more and more faint radar Echo
36:01continued flying up in the general
36:02direction of Airway November 571 towards
36:05another Waypoint called mear and it's
36:08soon after the aircraft passed slightly
36:10to the south of that waypoint at time
36:120222 and 12 seconds that all
36:15conventional radar traces from this
36:16flight completely
36:23disappeared now there is a real
36:25possibility that there were military
36:27radar picking up signals from this
36:28aircraft for longer than this but given
36:31the sensitivity around showing military
36:33capability or positions of mobile Radars
36:36we haven't seen any such information
36:38come forward so this means that from
36:40this point onwards we're now going into
36:43the unknown and with that comes
36:45speculation or hypothesis which you all
36:47know I try to avoid on this channel so
36:50let's Instead try to stay with what we
36:52do
36:54know in order to further track this
36:56aircraft the inves ators scientific
36:58community and several commercial
37:00companies had to start using any data
37:02they had received in completely new ways
37:05and a great example of this is the
37:07inmarsat data inmarsat is as the name
37:10suggests a company providing Satellite
37:12Communication services and it was
37:14through their satellites that the satcom
37:16system for the aircraft acar was
37:18operating the signals these satellites
37:21were sending were never designed to
37:22track aircrafts but since there were
37:25signals exchanged with MH370 those
37:28signals could be reverse Engineers to
37:30provide a crude singular position
37:32indicator every time that they appeared
37:35the way this was done was basically by
37:37mimicking certain parts of the GPS
37:40system you see each GPS satellite is
37:43basically an extremely accurate timing
37:45device and when a device on earth like
37:47your phone or in this case a boying
37:49Triple 7 connects to one of them the GPS
37:52satellite transmits a quick signal which
37:54basically says this is where I am and
37:56this is the time right now that signal
37:59then travels at the speed of light which
38:01still takes a certain amount of time to
38:03arrive to your device that time is
38:06measured to determine how far away you
38:08are from that GPS satellite and with the
38:11satellite's position and your distance
38:12from it we can determine that you are
38:14somewhere along the radius of a circle
38:18then obviously your device will connect
38:20to multiple satellites which each one of
38:22them drawing its own Circle and where
38:24all of these circles meet well that's
38:26where you are so in the case of the
38:28inmarsat data this same technique could
38:30basically also be used each time the
38:32aircraft connected to the satellite
38:34using the satcom system the time its
38:36system took to respond to the satellite
38:38signals was recorded the same happened
38:41at regular intervals when the satellite
38:43checked that the plane was still
38:45connected and each of these connections
38:48seven of them in total are the famous
38:50handshakes that were reported about
38:52basically everywhere every one of those
38:54handshakes could then be used to place
38:56the missing aircraft somewhere along a
38:58circle at a specific point of time and
39:00that process of defining a circle or Arc
39:03is called burst timing offset or BTO but
39:07this was not the only information that
39:09the inmar set signals could provide
39:11analysts could also pick up another
39:13value in the signal something known as
39:14burst frequency offset or
39:17bfo bfo gave information that could help
39:20the investigators determine how the
39:22aircraft was moving in relation to the
39:24satellite as its name suggested involved
39:28studying the actual frequencies of the
39:29signal that the satellite received and
39:31then how they differed from the expected
39:34frequencies think of this like the way
39:36an ambulance siren seems to change its
39:39tone as it drives towards and then past
39:41you when it's coming towards you the
39:43sound waves are denser making for a
39:45higher frequency and after it goes past
39:47you the sound wav moves further apart
39:50giving the tone a lower frequency this
39:53is called the Doppler effect or the
39:55Doppler shift and primary radars
39:57actually also use this in the same way
39:59to determine for example the speed of an
40:01aircraft now I am of course
40:03oversimplifying these Concepts a bit
40:04here but in the case of MH370 since
40:07these signals between the aircraft and
40:09the satellite traveled mostly vertically
40:11the birth frequency offset or bfo was
40:14instead used to help investigators
40:16determine whether the aircraft was
40:17climbing or
40:19descending now those of you who have
40:21been paying attention will have noticed
40:23that I have said that the satcom system
40:25was not working so how could the inm
40:28maret analyst get any of these
40:30handshakes well here is where we get to
40:33a really interesting development that
40:35happened at time 0225 and 27 seconds
40:39then all of a sudden the previously
40:41nonresponsive satcom system of MH370
40:43suddenly came back to life and proceeded
40:45to start sending a log on request to the
40:49satellite this would later be referred
40:52to as the first handshake this happened
40:55almost exactly 1 hour after the aircraft
40:57had completed its turn after Rari and
41:00the interesting bit is that the burst
41:02frequency offset value in this first
41:04handshake was deemed unreliable due to a
41:06quite large frequency error and what's
41:11making that so interesting then well it
41:13turns out that the quch crystals used in
41:16the satcom radio transmitters needed to
41:18be kept at a constant temperature to
41:20avoid big frequency
41:22oscillations this was achieved with the
41:24help of something known as an oven
41:26controlled Crystal oscillator which was
41:28basically a temperature controller and
41:31it needed time to warm up after a
41:33lengthy power Interruption so it is
41:35likely that it hadn't reached the
41:38correct temperature at this point when
41:40the first log on message was sent hence
41:42the bfo frequency error and this is how
41:46we know that the aircraft was likely
41:48powered down up until just prior to this
41:50point science is truly amazing now this
41:55first handshake also lacked a valid
41:57flight and Company ID which the aircraft
42:00previously had transmitted
42:02correctly we cannot know this for sure
42:05but if the aircraft power had been
42:07manually restored at this point well
42:10then the person in command would likely
42:12also know that the satcom system would
42:14soon boot up and start sending out data
42:17so in order to stay hidden he would have
42:19had to manually go into the
42:21multifunctional display and disable all
42:24Communications through the
42:25communications manager page before the
42:28satellite communication unit the sdu
42:30became fully
42:31operational if this was done this way
42:34this would also erase the flight and
42:36Company info which is exactly what the
42:38data also
42:39showed so you can see even though no
42:42data was actually sent out with a lot of
42:45Ingenuity the signals themselves can
42:47actually tell us a lot about what was
42:48likely going on we also know for example
42:52that the navigation system was working
42:54because of which antenna the setcom
42:56system was using when it started
42:57transmitting like I said
43:00amazing so using the inmarsat data we
43:03know for sure that the aircraft
43:04continued to fly long enough to allow a
43:07total of seven handshakes where the
43:09first and the last were log on requests
43:11sent by the aircraft itself like I
43:14explained before these log on requests
43:16were most probably caused by power
43:17interruptions where the last one was
43:19likely caused by the fuel station of one
43:22or possibly both engines after the
43:23aircraft had flown for around 7 hours
43:25and 35 minutes
43:28that last handshake came at time 0819
43:31Malaysian time which corresponds quite
43:32well with the endurance of the aircraft
43:34based on the recorded fuel now these
43:37handshakes occurred roughly every hour
43:39since the system was sent to send out a
43:41ping every hour unless other satcom
43:43activities were initiated two of the
43:45handshakes were caused by groundbased
43:48satellite calls from the Malaysian
43:49Airlines operations center who reached
43:51the cockpit but was left unanswered even
43:54so they reset the hour timing of the
43:58other handshakes and that's the reason
43:59why all of these seven handshakes were
44:01not happening on the same hourly
44:04intervals but of course we now have a
44:08huge
44:10problem since the inmar data was all
44:13coming from one satellite the arcs
44:15created by these seven handshakes
44:17created multiple possible routes that
44:19the aircraft might have flown and
44:21therefore an enormous potential search
44:23area several hugely accomplished pilots
44:26and inves have come up with very
44:28plausible scenarios on how the aircraft
44:30must have been flown after that last
44:32radar position to both align with all of
44:35those seven handshakes and avoid
44:38detection almost everyone agrees that
44:40the most likely route includes a turn
44:42from the previously northwesterly Co
44:44around the area of a waypoint called
44:46neam onto a more southwesterly
44:49course this would bring it down past the
44:51northern tip of Indonesia close to band
44:54AE and sometime after that it might
44:57might have chosen a suddenly course
44:58straight down into the southern Indian
45:00Ocean now I will link to some incredible
45:04investigative work made by Captain
45:05Patrick blle and John Luke marand in the
45:08description of this video which lays out
45:10a very plausible final route but what I
45:14really want to do now is to also look at
45:16the possibility that there actually
45:18might be more physical evidence of where
45:20this aircraft finally ended up all of
45:23the evidence that I've presented to you
45:25so far points to a deliberate action
45:27from someone on board with expert
45:29knowledge of the aircraft its systems
45:31and the airspace it was flying through
45:34but a question that has been nagging me
45:36is that would someone who has obviously
45:39planned this so thoroughly to avoid
45:41detection bring the aircraft out to this
45:44point and then just turn the aircraft
45:46South and wait several hours until it
45:47ran out of
45:49fuel it it feels a bit unlikely given
45:52how active this person was during those
45:54initial parts of the maneuver and I
45:57wouldn't be surprised if he continued to
45:59be as active until the very end but
46:01again this will be hard to prove without
46:03further physical
46:05evidence and it now looks like we might
46:08possibly have just
46:12that you see back in 2008 an American
46:15astrophysicist by the name of Joseph
46:17huton Taylor Jr started working on
46:20something called the weak signal
46:21propagation reporter protocol or whisper
46:24for short he had previously received
46:26Nobel Prize in physics back in 1993 for
46:29his work on pulsars but he was also a
46:32keen amateur radio
46:34Enthusiast whisper is a protocol for low
46:37power radio Transmissions that explores
46:39how low medium and high frequency
46:41Transmissions propagate over large
46:43distances and Taylor designed computer
46:45software that was used to analyze these
46:47signals when these signals move over
46:50large distances they sometimes scatter
46:52when they hit obstacles in their path
46:54and this causes tiny anomalies in the
46:57signal strength this was interesting for
47:00radio amateurs because they could
47:01sometimes use those obstacles to improve
47:03overall reception and crucially one
47:06feature in the whisper protocol is that
47:08the reception from thousands of these
47:10signals have been uploaded into a shared
47:13database and stored all the way back to
47:162008 now I want to be absolutely clear
47:19here and say that Taylor himself never
47:21designed whisper to be used for the
47:23tracking of aircraft neither did he
47:25actually think that it was possible but
47:28back in 2021 an avionic system engineer
47:30called Richard Godfrey started exploring
47:32the possibility of using the whisper
47:34data base together with algorithms to
47:36look for anomalies in several different
47:39simultaneous Transmissions as a kind of
47:41poor man's primary
47:43radar theoretically if you know the
47:46exact location of the transmitter and
47:47the receiver together with the time of
47:49day and about a million other factors
47:52there might be a possibility to use tiny
47:54concurring anomalies in several of these
47:56signal signals to track something like
47:59an aircraft and the really cool thing is
48:01that this technology samples thousands
48:03of signals every two minutes which could
48:06potentially give us much more
48:08information than we previously had
48:11Godfrey understood this and from 2021
48:13until today he and his colleagues Dr
48:15hannes quet and Professor Simon maskell
48:18have been trying to analyze this data
48:20base to try and find traces of MH370 and
48:24in a report released on the 31st of
48:27August 2023 they claim that they have
48:29actually done just that again this video
48:33is not about whether this technology
48:35actually can be used this way or not but
48:37what I find fascinating here is that
48:39it's based on verifiable stored data so
48:42just like with DNA that couldn't be used
48:45much during the early years but has
48:47since been refined to incredible
48:49accuracy maybe there actually is
48:51something hidden inside of these
48:54signals this team's Trace data have
48:57actually already improved significantly
48:59from their first results as their
49:01algorithms have been evolving and this
49:04latest report tells a quite fascinating
49:06story initially the whisper data
49:09coincided nicely with the existing radar
49:11information up until just prior to vampy
49:14where it indicated that the aircraft
49:16made a turn to a more Westerly heading
49:19it then paralleled the assumed track on
49:21a slightly more suddenly course than
49:23indicated by the RAR radar and this
49:25could be because of the inherent in
49:27preciseness of the technology or the
49:29same from the radar which at that point
49:31was at the very limit of its effective
49:33range in any case the whisper track
49:36continued up towards the Northwest where
49:38it intercepted exactly the arc from the
49:40first inmarsat handshake at time 0228
49:42and 15 seconds the data then indicates
49:45that the aircraft continued up towards a
49:47point known as sanb after which it made
49:49a left turn towards uram all very close
49:52to what the other experts predicted that
49:54the aircraft must have done to continue
49:55avoiding military Radars and additional
49:57scrutiny by ATC now I won't go into all
50:02of the details of the route that the
50:03whisper data indicated but I want to
50:05highlight a few important things this
50:08data pointed to a track that wasn't
50:10completely straight down into the
50:12southern Indian Ocean instead it showed
50:14a series of turns Each of which was
50:17pointing towards an existing Waypoint
50:19but not ever on the same Airway this
50:22corresponds nicely with an aircraft that
50:24was still being piloted but in planned
50:27way to avoid interfering with existing
50:29Airways where a potential traffic
50:31conflict could arise remember it would
50:33not be seen on tcast nor could whoever
50:36was flying it see other traffic if the
50:39intention was to not be detected this
50:42type of behavior would make perfect
50:43sense since its ultimate destination
50:45would be very hard to predict in case it
50:47was partially being
50:49monitored The Whisper data also
50:51suggested that the aircraft slowed down
50:54slightly during two different intervals
50:56of its Jagged flight down towards the
50:58South which could possibly mean step
51:00climbs but the thing that really stood
51:02out to me was the fact that the whisper
51:04data corresponded almost perfectly with
51:06all of the seven inm Marat handshake
51:08arcs which is data that no one is really
51:12disputing towards the end of the flight
51:14The Whisper position also indicated
51:16something very
51:17strange because it looked like the
51:19aircraft started flying in a figure
51:21eight pattern in between the sixth and
51:24the seventh handshake which would have
51:25been when the aircraft was predicted to
51:27be running out of fuel the aircraft
51:29wouldn't do that by itself because the
51:31Ruder compensating system in the Boeing
51:337 is designed to compensate for the
51:35asymmetric trust after an engine failure
51:37so if this pattern was actually flown it
51:40must have been a deliberate act by
51:42whoever was in controls now it is very
51:45hard to speculate on why someone would
51:47do something like that but at this time
51:50it would have been daylight in that area
51:51and the weather was clear so it is
51:53possible that this was done to look out
51:55for ships in the area nearby as a
51:58reassurance that the aircraft's final
52:00resting place would not be seen the bfo
52:04from the inmas data indicated that the
52:05aircraft could have been in a very steep
52:07descend during the last log on handshake
52:09as high as 14,500 ft per minute but that
52:13doesn't necessarily mean that it just
52:15Dove straight into the sea instead again
52:17according to the excellent report of
52:19Captain Bley and januk Mand there is a
52:22possibility that the right engine flamed
52:24out due to fuel starvation and that this
52:26led the person in charge to start the
52:28Apu and open the Crossfield valve to
52:31maximize the use of the remaining fuel
52:34the Apu standpipe sits a little bit
52:36lower in the tank than the engines does
52:39so that gives it a little bit more
52:40access to all available Fuel and the
52:43person in command could then have
52:44manually shut down the remaining engine
52:46to maximize the Apu use which would have
52:49given access to all flight controls and
52:51systems for as long as possible and also
52:54enable the flaps to be extended which
52:56would wouldn't be possible without
52:58either one engine or the Apu running
53:01when the last inmat log on was completed
53:03it lacked information from for example
53:05the inflight entertainment system which
53:07is logical if the aircraft was being
53:08powered by only the Apu since systems
53:11like the if would then have been shed to
53:14prioritize more important
53:16systems according to Captain bl's
53:18calculations the aircraft could have
53:20ended up either very close to the
53:22seventh Arc if it was in a rapid dive or
53:25as far as 60 7even nautical miles
53:27further south if the aircraft was flown
53:29to maximize its Glide and touch down
53:32with flaps 30 selected the whisper data
53:34showed a possible last position at time
53:360819 and 37 seconds and after that there
53:39were no more correlated anomalies found
53:42we do know that the aircraft crashed in
53:44the ocean in or near the already
53:46searched area because both internal and
53:48external parts of the aircraft have been
53:50found the confirmed piece of debris
53:53comes from a flapper on from the right
53:55hand Wing as well as multiple other
53:57components which are almost certainly
53:59coming from
54:00MH370 all of those pieces have been
54:02washed up along the coastlines of
54:04Eastern Africa and islands around by
54:06currents that can be tracked back to
54:08this general area and given that some of
54:11the debris found comes from inside of
54:13the aircraft it is likely that it broke
54:16up upon
54:18impact this horrific story have already
54:21led to improvements in tracking
54:23commercial aircraft over oceans longer
54:25life for emergency located transmitters
54:28and better ATC procedures for tracking
54:30aircraft but we can't lay this to rest
54:33before the wreckage is actually found
54:36again this is why I created this video
54:39linked below here in the description are
54:41two different theories outlining two new
54:44search areas outside of those already
54:47searched in the biggest search effort in
54:49aviation history one of those theories
54:51are based on the skill and knowledge of
54:53two veteran Tri 7 captains and the other
54:55on a L contested new application of
54:58existing Radio Data but data that has
55:01been recently proven to work following
55:03flights in other
55:08areas I am not here to judge what is
55:11right or wrong the only thing that I
55:12want to achieve is to get the search
55:14going again for the sake of the families
55:17left behind so here are two relatively
55:20small new areas to search please get the
55:23boats out there and let's get to the
55:25bottom of of this literally
55:40[Music]
55:49[Music]

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