Malaysia Airlines loses contact with passenger jet (239 0n board)

[Hammer_and_Sickle]

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si napoles ang nagpa hi-jack ani..hihihihihi

[krishnu shivaq silquin]

Nakit.an na kuno... Basin atik nasad.. Daghan raba mag mugna para magpansin lang... Hahay life.. Explosion in manhattan man gud ni naa sa cnn...

[bossdak]

gigamitan nag magic.
Missing MH370: Bomoh uses 'magic carpet' to find Boeing - Nation | The Star Online

[mybuuz]

lahi na nga explotion ang naa sa CNN.

Authorities respond to massive explosion in East Harlem - CNN.com

[FredieMercury]

Jonti Roos claims missing MH 370 pilot invited her to cockpit on 2011 flight
She and friend were entertained by co-pilot Fariq Abdul Hamid for entire flight


hmmm... basin ng invited na sad lain babae co-pilot sa cockpit that incident bcn na toyi girl ug co-pilot ug captain sa cockpit mao cguro na tibogsok sa dagat na missing. lol ahaha

[bossdak]

tua kuno sa palau perak nakit an.

[ghostie2472]

Malaysia mislead search allies over MH370 crash search | Plane Talking

[lhorenzoo]

Pila ka days nman ni.till now wa japon

[magicflakes]

Kiwi man spots burning Malaysian plane - Yahoo! New Zealand

[AntitaniC]

Let's say the plane was hijacked and the transponder was turned off. Would it be possible that the plane flew below the radar? Just hundreds of feet from the ground to evade radar detection?

Highly impossible... There's is till ground radar and in order to evade both radars, you should be hovering between mountains always. like flying in grand canyon and you can only do that in higher percentage of success is by a jet or just a small plane or a chopper just like how they killed bin laden.

Another plausible scenario I've read so far.


What happened to MH370?

Has anyone considered if the below FAA Airworthiness Directive could be a clue the MH370 investigation?
A November 2013 FAA Airworthiness Directive for the 777



SUMMARY: We propose to adopt a new airworthiness directive (AD) for

certain The Boeing Company Model 777 airplanes. This proposed AD was
prompted by a report of cracking in the fuselage skin underneath the
satellite communication (SATCOM) antenna adapter. This proposed AD
would require repetitive inspections of the visible fuselage skin and
doubler if installed, for cracking, corrosion, and any indication of
contact of a certain fastener to a bonding jumper, and repair if
necessary. We are proposing this AD to detect and correct cracking and
corrosion in the fuselage skin, which could lead to rapid decompression
and loss of structural integrity of the airplane.

Update 3/12, 16:43:
It has been brought to my attention that this specific Malaysian Airlines aircraft

“9M-MRO, the aircraft operating MH370, was not equipped with the SATCOM antenna affected by the airworthiness directive.”

However, this does not discount the possibility that the aircraft flew for hours (on autopilot) after a decompression event. (The 777 had an early history of decompressions when the first planes were rolling off the assembly line in 1995.)
There may be other high-risk fuselage seams that could have worn out and affected radio equipment (and/or pressurization). There are also many low-level circuits, sensors, and valves related to pressurization could have malfunctioned. (e.g. Air/Ground sensors/circuits, an “air duct clamp”, etc.).
Ultimately, some type of decompression—slow or rapid—is still likely in this situation, given the lack of clear communication from the pilots.


[Updated] Summary: It seemed likely that a fuselage section near the SATCOM antenna adapter failed, disabling satellite based - GPS, ACARS, and ADS-B/C - communications, and leading to a slow decompression that left all occupants unconscious. If such decompression left the aircraft intact, then the autopilot would have flown the planned route or otherwise maintained its heading/altitude until fuel exhaustion.
A slow decompression (e.g. from a golfball-sized hole) would have gradually impaired and confused the pilots before cabin altitude (pressure) warnings sounded. The also likely possibility of an extremely-rapid decompression is described toward the end.
Chain of events:

Likely fuselage failure near SATCOM antenna adapter, disabling some or all of GPS, ACARS, ADS-B, and ADS-C antennas and systems.
Thus, only primary radars would detect the plane. Primary radar range is usually less than 100nm, and is generally ineffective at high altitudes.

If the decompression was slow enough, it’s possible the pilots did not realize to put on oxygen masks until it was too late. (See Helios 522)

Also explains why another Pilot thirty minutes ahead heard “mumbling” from MH370 pilots.
(VHF comms would be unaffected by SATCOM equipment failure.)

With incapacitated pilots, the 777 could continue to fly on Autopilot - programmed to maintain cruise altitude and follow the programmed route. Using the Inertial Reference System (gyroscope based), the plane could navigate without needing GPS.

Other thoughts:

The plane was [UPDATE: WAS NOT] equipped with cellular communication hardware, supplied by AeroMobile, to provide GSM services via satellite. However this is an aftermarket product; it’s not connected through SATCOM (as far as I know).
[UPDATE]: However, if the plane flew over or near land, then cellular connectivity is still possible.
Interestingly, 19 families signed a statement alleging they were able to call the MH370 passengers and get their phones to ring, but with no response.
When Malaysian Airlines tried to call the phone numbers a day later, the phones did not ring. By this time, fuel would have been exhausted.

Note: 777 Passenger Oxygen masks do not deploy until cabin altitude reaches 13,500. Passengers were likely already unconscious by then, if it was a slow decompression. Also remember that this flight was a red-eye, most passengers would be trying to sleep, masking alarming effects of oxygen deprivation. No confirmed debris has been found anywhere near the search area, consistent with the plane having flown for hours after it lost radar contact.
[UPDATE 3/12]:

Issues of Decompression:
The flight probably did not experience an or “inflight breakup” or “explosive decompression” that caused the plane to just “fall out of the sky.”
Instead, it’s more likely that a non-catastrophic decompression incapacitated the crew. It could have been a slow decompression. (This scenario is more likely if the “mumbles” observed by another MH pilot are legitimate.) It could have also been an extremely rapid decompression, forcing the lungs to exhale more rapidly than they are capable of. Either type of decompression makes it difficult for the crew to respond before becoming incapacitated.
This table from Carlyle shows that after a moderately rapid (2-6 second) decompression at MH370’s cruise altitude, the crew would have had only 30-45 seconds of useful consciousness unless they started oxygen breathing soon enough.
image



For all 3 types of (slow, moderate, extremely-rapid) decompression, there is substantial danger to the crew and passengers.
Provided the overall structure of the plane was still intact at the time of a decompression, the autopilot would have continued along the route autonomously. In order to descend to 10,000 feet, the autopilot must be commanded to do so or disengaged entirely.
So why does all this matter?
The aircraft may be at the floor of the East China Sea, Sea of Japan, or the Pacific Ocean thousands of miles northeast from the current search zone. [UPDATE: Basically, it could be “anywhere”, and we need to use any available radar records to help figure it out. It could have turned in any direction and continued on for hours. This is where the Vietnamese/Malaysia civilian and military radars will help.]

Recommendations:

Investigators should obtain data logs from primary radars throughout mainland China that would have been along the planned route. They may be the best clue as to the trajectory of the aircraft.
Investigators should obtain all passengers’ cell phone log and location data. The timing of the last successful cellular connection (ring/SMS/data-packet) can predict how long the plane was in the air. iPhone/iOS location (GPS) data may be available from Apple if subpoenaed. Android location data may be available from Google.
Add a secondary search space to include a 300nm+ radius around Beijing, focusing on surrounding bodies of water. Using planned routing trajectory, known autopilot logics, fuel quantities, and weather patterns, it may be possible to define a smaller 50nm * 50nm search space. Consider running the above scenario in MH’s 777-200ER full flight simulator.
Boeing should provide expertise about fuselage/antenna seam reliability and autopilot/navigation logic, so as to help plot this second search space.


long story short... probability of a leak and less oxygen left all unconscious and let the autopilot flew the plane a little more further from the search area