OK one more hypothesis, but there are so many!

I have no expertise in terms of deciphering satellite images, so i am not able to comment on what u are saying. My own view is that the plane crashed in the South China Sea soon after 1.43am not too far from waypoint BITOD where it was last seen by ATCs, after getting hit by positive lightning at IGARI at 1.21am which caused a catastrophic electrical failure with consequent total loss of engine power. Please see my previous comments in a previous thread on MH370 on this blog as well as on Duncan Steel’s blog. U can also google ” MH370 Lightning Theory”, a person posting by the name of LGHamiltonUSA was kind enough to repost the theory on her twitter account and on Duncan’s blog. Thank you.

Thank you for your post. I have no expertise in deciphering images taken from satellites, so i cannot comment on whether those images shown are debris from MH370.

However, i will say this: the ‘search’ conducted by the investigation team at the South China Sea was shambolic. Right from the beginning, the Malaysian military had this misguided idea that the plane had actually turned back to KL; see for eg Entry No 21 on the schedule of the recorded calls between the 2 ATCs:

” 05.20.17 Capt [name redacted] requested for information on MH370. He opined that based on known information, ” MH370 never left Malaysian airspace”.

Thus the Malaysians started diverting the search to the Straits of Malacca the very next day, Sunday. Vietnam did make some effort to search the South China Sea for a couple of days but gave up as early as Wednesday after seeing all the conflicting information from Malaysia regarding whether the plane had turned westwards. ( First yes, then denied, then maybe yes, then maybe no…… and so on, see for eg the flip flopping statements of the chief of Malaysian navy). It would have been funny if it did not involve 239 lives.

The fact is Vietnamese ATC had tracked the plane to BITOD on primary radar and Malaysian ATC had tracked the plane until 1.30 am on their ATC primary radar. The plane disappeared from both ATC primary radars thereafter, meaning well into Vietnamese airspace.

The area where the plane most likely had crashed (60 to 80 nm off BITOD at 40 degree turn) was never searched. The Kiwi on the oil rig who was later let go by his employer, confirmed neither the Malaysians nor the Australians ever contacted him. He said only Vietnamese authorities interviewed him but then came the announcement (on March15th) about Inmarsat’s theory about the northern and southern corridor/ final arc and the ‘search’ at South China Sea ceased just like that.

MH370 is the only case in history where the area where the plane was last observed is not searched while tens of millions of dollars which may eventually become hundreds of millions of dollars are and will be spent on searching areas thousands of miles away based on a theory that the plane had flown on on autopilot at constant speed and cruising altitude for 6 and 1/2 hours to ultimately crash in the middle of nowhere in the Indian Ocean, undetected by radar, satellites, the naked eye or the seismic, accoustic or hydro stations of the global nuclear organization.

I agree with your theory and having been out on an actual search relying on – unfortunately – tomnod’s wrong coordinates, I think that MH370 was on fire in the Gulf of Thailand. There may have been explosion in the air as the debris field I have mapped from tomnod’s images is huge. On March 12th, the debris is scattered all over and I find it hard to imagine that this is from the impact alone. Please feel free to look at some of the images http://tinyurl.com/nqwg75f and please disregard the images with the crash and debris field area near Vung Tau. This was based on converting tomnod’s coordinates which were intentionally put online with the wrong coordinates.
Since tomnod renumbered all the old map numbers, the coordinates all have changed and no matter what day the images have been taken, they all seem to appear in the Gulf of Thailand now.

Extracts from press reports on Malaysian ATC primary radar tracking of MH370 up to 1.30 AM:

1. From the The Star, a leading Malaysian newspaper on March 8th:

” The last signal position of MH370 recorded on the Department of Civil Aviation’s radar was at 1.30am Saturday.

Director-general Datuk Azharuddin Abdul Rahman said this was MH370′s last position on the radar before the signal disappeared at 1:30am.

‘The signal suddenly disappeared,’ Azharuddin told reporters at the Operation Coordinating Centre at the Sama-Sama Hotel here”.

2. From Wall Street Journal online March 12th and 13th:

“Azharuddin Abdul Rahman, director general of the Department of Civil Aviation, told a news briefing that air traffic control lost contact with Flight 370 on its secondary radar system at 1.21am Saturday, before losing contact on its primary radar at 1.30am…… As is standard practice, Malaysian controllers use two radar systems, a primary and a secondary, to monitor their airspace…”.

Extracts from the schedule to the MH370 Preliminary Report:

” 01.38.19 : Ho Chi Minh first enquired about MH370, informed KL-ATCC that verbal contact was not established with MH370 and radar target was last seen at BITOD……

01.46.46 : HCM queried about MH370 again, stating that radar contact was established over IGARI but there was no verbal contact. Ho Chi Minh advised that the observed radar blip disappeared at waypoint BITOD…..

02.18.53 : …… HCM confirmed earlier information that radar contact was lost after BITOD and radio contact was never established….”.

All communication systems requiring electrical power went off at 1.21am, secondary radar transponder, ADS-B, etc (including SATCOM which rebooted only at 18.25 UTC) showing there was an electrical failure. However primary radar tracking does not depend on signals from the plane, thus the two ATCs continued tracking the plane on primary radar until 1.30am up to BITOD.

The fact the plane disappeared after BITOD means the plane had lost altitude from IGARI to the point where it went below primary radar coverage altitude after BITOD, another indication the plane had lost power at IGARI and was only gliding forward (and downwards) from thereon.

The location and time a missing plane was last observed by the people tasked to follow the plane ie the ATCs, would be of critical importance but in the case of MH370 this information has been intentionally suppressed, as it would contradict the theory that the plane had turned back off IGARI at 1.21am.

Also, if the plane had continued on to BITOD until 1.30am, it could not have been the blip at MEKAR at 2.22am as a 777 would not be able to cover such distance in such time even if it were flying at its maximum speed.

The diagram in the Preliminary Report showing MH370 turning back after IGARI and crossing over to MEKAR, thus is false. This diagram was needed to support Inmarsat’s theory that the plane had turned west and continued flying for 6 and 1/2 hours to ultimately crash somewhere on the final arc. As has been shown above and in the preceding comment, the plane did not turn west off IGARI but had continued, gliding, towards BITOD, before ultimately crashing at around 1.46am , with the crash site around 60 to 80 nm from BITOD.

To those people on Duncan’s blog who kept insisting the ATCs’ information on BITOD/1.30am should not be considered (because it does not fit with their models), please explain why one would choose to believe the mumbo jumbo western turn theory over the contemporaneous statements made on the night by the professionals whose job was to to track the plane.