Mick Rooney, aka @Airinvestigate, has released further documents from the secret Royal Malaysian Police investigation into the disappearance of MH370. I asked him if he could tell me anything about how the documents were sourced or why they are being released now, but he says that he is bound by an oath of confidentiality not to discuss further.
Those familiar with recent events surrounding the case might be able to hazard a guess.
Here are the files:
data-from-flight-simulator-computer
This 14-page document includes technical information about the data found on Zaharie’s flight simulator hard drives. It appears that the machine crashed multiple times in the months before MH370’s disappearance. The document also includes a log of when the flight sim was played, the last time being on March 15, 2014, a week after the plane disappeared (presumably this reflects activity by investigators.) Prior to that, the sim had last been played on February 20, two weeks before the disappearance. This suggests that Zaharie was not using his flight simulator to practice vanishing in the weeks before his disappearance.
data-from-prelim-exam-report-translated-from-malay
This 7-page document seems to have been machine-translated from Malay, and appears to describe a preliminary investigation of the computer hard drives by a Malaysian police technician. It lists the various hard drives found with the flight-sim computer. Among the information recovered were passwords and account information for Zaharie’s hobbies and interests, as well as information about an online bookstore, Zaharie’s various social media accounts, and online shopping. Of particular note, investigators found a deleted folder labeled “777TwinTower” which contains pictures of a Malaysia Airlines plane flying toward the Kuala Lumpur city center. Given widely held suspicion that Zaharie took MH370 on a suicide flight, and that fact that terrorists flew two planes into New York’s twin towers in 2001, this will no doubt raise eyebrows. However, this document notes that: “These images have been taken from the computer screen to play a simulated airplane. The assessment believed that the owners of these computers have taken one of those images for the purpose of being used as an icon on the account.” That is to say, an innocent interpretation of this folder and its contents would be that Zaharie, a proud Malaysian 777 pilot, wanted to create an image of his plane flying past an iconic Malaysian landmark.
After a section discussing the seven deleted points from the flight simulator, which have been much discussed in this forum, the report concludes with a brief Summary: “The results of the examination of the goods were found that no any activity outside the common. The overall computer use to host gaming Flight Simulator only. Nor has any information source which directly indicates there any plans to eliminate MH370 found.”
This 31-page document appears to contain all of the saved data in the seven above-mentioned flight simulator points. Hopefully independent flight simulator experts will look it over and render an opinion for the rest of us who lack the expertise to properly grapple with it.
Overview
How does this new information alter our understanding of the MH370 mystery?
For me, it is noteworthy that so little incriminating information was found on any of Zaharie’s computers, even (especially) among the deleted files. The way we use computers these days, they are essentially extensions of our brains. Any passing fancy that drifts through our head is likely to be reflected in our internet search history, in notes we write to ourselves, and so on. When Andreas Lübitz was in the throes of his final mental dissolution, he spent a great deal of time online reading about mental disorders and researching ways to commit suicide. It’s all right there to be seen. Yet on Zaharie’s computer there is nothing. Indeed, he seems to have been spending his time prior to the disappearance doing things like making instructional DIY home-repair videos and pretending to fly an antique DC-3 airplane. Not, it would seem, the behavior of someone contemplating his imminent extinction.
In the light of this newly released information, it is easier to understand why the Malaysian police came to the conclusion that nothing about Zaharie’s behavior points to him being the culprit.
@Jeff
“Victor has an axe to grind…”
I don’t sense this at all. I’ve lobbed as many bricks at the IG as anyone, but I would never question their sincerity or their integrity. They have provided the templates for virtually all the analytics associated with this investigation, and I feel grateful to them for that.
What would Victor or any IG member have to gain by withholding information or promoting misinformation?
@RetF4
You (and others) raise good questions, and I have asked myself all of them. I am glad that people are grappling with these issues, and not relying solely on spreadsheets (which are also important) to solve this mystery.
I will try to provide a response to your post later today.
@RetiredF4, IMO, under any scenario, i.e. hijacking or ZS – why were there no other crew/PAX phone detections. Under a hijacking it would be logical to assume Fariq could not have turned his phone on for it would have been taken from him and battery removed. But how does anyone control 239 PAX and crew over a longer time frame? That is no easy task, not for ZS or for hijackers. If ZS did this, the question is indeed, why did they not use the ELT? Flying back over MY mainland could have allowed someone to send out a text message or got lucky and connected albeit briefly. And what transpired between 18.22 and 19.40 is a black hole. The ATSB is saying that there were no pilot inputs at terminus, the AP disengaged and death dive. ZS was a control person and maticulous in everything he did. Why wait till fuel exhaustion? This makes no sense to me at all. Why not just death dive it earlier? He knew zilch about BFO (BTO was known due to AF447) so any spot he liked would have served his needs just fine. There is much that does not add up IMO.
@Keffertje, you wrote: “The ATSB is saying that there were no pilot inputs at terminus, the AP disengaged and death dive.”
Actually the ATSB never said that. They explained that they have made that assumption for the purpose of defining the width of the search area, which otherwise would have been too large to be manageable, and supported by the lack of evidence of pilot inputs in the later stages of the flight. After having launched the search based on that assumption, they simply sticked to it.
@Gijsbrecht, Thank you for clearing that up. I had read somewhere that there were no inputs in the end. So basically 🙂 ATSB is covering their ass as it relates to a search area where there is no plane to be found.Gijsbrecht, do you believe, given the debris reports, that hijackers could have glided the aircraft after fuel exhaustion resulting in same kind of damage?
Conjugation correction: “sticked” should read “have been sticking”.
@keffertje: “Gijsbrecht, do you believe, given the debris reports, that hijackers could have glided the aircraft after fuel exhaustion resulting in same kind of damage?”
I’m not a believer, I just try to interpret whatever facts are available to me.
In my opinion the debris does not exclude the possibility that the airplane was stalled by human control inputs when it entered the ocean. That opinion is based on comparing the MH370 debris with that of AF447. In that scenario it is possible that human control inputs managed an extended glide before stalling the airplane. In that scenario it is unlikely that a pilot as dedicated and experienced as Captain Shah was at the controls.
@DennisW, Back to motivations! I don’t know why the IG is sitting on the report, but they are, as they’ve admitted.
As for misinformation, they put up a long post on Duncan Steel’s site about how the SIO simulator points are consistent with fuel exhaustion on a great-circle route to Antarctica–overlooking the fact that those points show the plane climbing, not diving.
@ROB
Still hanging on to your + 38S. You’re obliged to one way or another it seems. But cann’t you see this is history by now?
You even mention the CSIRO drift data to defend your statement although it’s obvious their latest analyzing south of 35S is highly unlikely if not impossible.
Most probable crash areas there pointed to between ~33S and ~28S.
Remember below ~35S and surely around 38S debris should have landed on Australian shores. Which did not happen till now (at least nothing found).
I think the Barnacle-problem will shed some more light on this too. The measured temparature shifts follow a winter/summer cold/warm season pattern following the drift pattern during drift-time IMO.
But I think this is still in Jeff’s cook-book and some day we’ll hear more of it.
You know I can go a long way with you in some regards but your +38S assumption/conviction needs some reality check by now IMO.
@Gysbreght
I have a huge amount of admiration and respect for all the posters here whose native language is not English.
@Gijsbrecht, The word “believe” was perhaps ill chosen. Thank you for the explanation! He was indeed dedicated and experienced. It is for this reason I find it hard to reconcile a lot of the floating theories.
@DennisW: Thank you. Actually my native language is not the one I’m most fluent in.
@DennisW
Moh Dennis! Everything well down there?
This might just be the first compliment I ever read from you to anyone on this blog 😉
I’m a bit kidding and not regard myself spoken to (although I’m Dutch).
Anyway nice to hear.
I respect your knowlegde and your honesty.
You’re attitude is a bitch sometimes though but no one becomes perfect in a lifetime 😉
@RetF4
ELT Activation
Rather than respond with a long post I think it is better relative to any follow on discussions to address your concerns one at a time. The question of ELT activation is, to me, easily dismissed. If an aircraft in which I were a passenger were diverted it would never occur to me to activate an ELT. The notion that the aircraft was not being actively tracked by facilities and people on the ground is simply not comprehensible to anyone in the modern era.
@RetF4
I agree mostly with ROB. If we ever find the wreck, I am thinking everything that could be turned off (ELTs, Flight recorders, etc) was turned off.
I feel pilot suicide is a serious issue for the airline industry, and the fundamental assumption in airplane design, that the pilot is the “good guy” with executive control over all aircraft functions, needs to be re-thought. Probably it is being re-thought, as Boeing etc. must see the problem more clearly now.
@all
Mike Chillit has a new blog article. It appears to Mike that ATSB messed up the 7th arc definition (should have used 6th arc). In other words, exactly zero of the true search area has been searched so far.
http://www.seventharc.net/2016/11/22/pinpointing-the-search-arc/
@RetF4
Sim data points
Most in the “Shah did not do it” camp dismiss these points as simply a few points among many thousands of such points. You appear to consider them as proof of a pre-planned grave, which is at least not as preposterous as dismissing them.
You could be right. Another explanation is that they were the result of selecting an LNAV waypoint South such as McMurdo or the Cocos (overflown), and the points are where the simulated flight ran out of fuel.
I regard the sim data as simply reinforcement of the intention to execute the FMT.
@Matt Moriarty,
You said: “I can’t find that 3% increase for every ISA+10 figure in either my GE or my RR manual . . . .”
Here is a copy of the B777 FPPM for the GE engines:
https://drive.google.com/file/d/0BzOIIFNlx2aURHlDWkhTMUM5cmc/view?usp=sharing
To see an example of the relevant footnote, go to page 134 (out of 216) which shows the fuel flows for LRC. The footnotes say:
“Max TAT not shown where %N1 can be set in ISA + 30°C conditions.
Increase/decrease %N1 required by 1% per 5°C above/below standard TAT.
Increase/decrease fuel flow 3% per 10°C above/below standard TAT.
Increase/decrease KTAS by 1 knot per 1°C above/below standard TAT.
Shaded area approximates optimum altitude.”
The third line is the one I am discussing. Only the last line of these footnotes (“shaded area . . .”) appears in the corresponding table for the RR engines.
The note at the top left of the GE table says:
“PRESS ALT
(1000 FT)
(STD TAT)”
indicating the table applies at standard TAT. This header note is also missing from the RR table.
Matt, you also asked about working backwards from the last fuel report and comparing that with the manual. The difficulty here is that virtually all of this portion of the flight is for the climb up to FL350. The manuals don’t give explicit fuel flows versus weight, speed, and altitude during climbs (as they do for cruising). I do find very rough agreement with typical climb fuel flows, but nothing here is precise enough to confirm or deny a 4% difference in fuel flows. There simply isn’t a sufficiently long period of time in cruise mode at FL350 before 17:07 to do this.
To answer your questions regarding the ANOKO True Heading route, I have prepared a complete and detailed listing of all the route information. It is available at:
https://drive.google.com/file/d/0BzOIIFNlx2aUT081WTgyc3RqYTg/view?usp=sharing
Here you will find the coordinates and bearings of each leg, along with maps and graphs. This particular route passes lass than 2 NM outside the 19:41 arc. The track at ANOKO is 185.5 true and the heading is 183.6 true. I think you misunderstood and tried 183.6 true bearing at ANOKO, whereas it should be 183.6 true heading. That would cause you to miss the 19:41 arc. The air speed for this leg is 463 kts (Holding at ~FL370), and the ground speed is 466 kts.
You said: “My Google Earth also showed the bearing from ANOKO to the terminus you describe as 182.8 true, not 183.6, but maybe that’s splitting hairs.”
With a true heading route, the calculation you did is inappropriate. This is not a true track route, so the true bearing from ANOKO to the terminus is not a check on anything except the average deviation caused by crosswinds.
I hope you will continue to check my route calculations. I will also shortly post some detailed fuel model calculations demonstrating there is insufficient fuel on this particular night to reach the center of the ATSB search area.
@Ge Rijn, I would be weak at the knees had I ever to report directly to Dennis, CTO :). The boss to avoid at the coffee machine. I would develop a stutter on the spot just trying to explain my fuck ups. And those verbal slaps. OUCH. But what you see, is what you get and that I do admire. A lot.
@Ge Rijn
Thank you for those kind words, meant to comfort me in my extremis, but I’m ok.
@Keffertje
Awaiting @RetiredF4’s anwser I like to react if you don’t mind.
Statistically 30% of mobil phones are not switched off during flight but everyone knows you can not use them anymore reaching certain distance and altitude so they put them away in a pocket or a bag.
The fact that only Faric’s phone connected (if this is thrue for there are rumours more crew-connections were made) could imply Faric had the sence, he needed to be close to a window with his phone to have a change of connecting.
If not near a window the fuselage would have blocked any connection of phones who were switched on but not near a window.
People might have tried but if not aware of this or not near a window it would have failed.
If it realy was only Faric’s phone who connected till Penang Island there are two possibilities imo.
First:
He did not swithed off his phone during check-list left it on and placed it besides the right cockpit window.
This seems highly unlikely to me for a co-pilot on his first flight as a 777 qualified pilot under the authority of captain Zaharie.
Second:
He was locked out. Soon realized there was a big problem and maybe felt the depressurization in his ears reaching for an Oxigen bottle as soon as he could.
Not thinking about activating an ELT in mid-air (which it’s not designed for).
But switching on his phone near a window and try to make contact while everyone perished around him.
Kind of like the steward in the Helios flight.
Only his phone then to get picked up by BBFARLIM2 on Penang Island.
Dramatic and speculating. We (and especially the NoK) need all the details of the report.
Those IG-members have a huge responsibility on their hands.
@RetF4
you said:
‘Why not hold in the vicinity of possible landing destinations and give up, when the negotiations failed and land somewhere?”
I think that is exactly what was happening between 18:25 and 19:40, and why the reconstruction of a path during that time has been difficult. Since we have no BTO data between 18:25 and 19:40 one can construct, and people have constructed, a number of possibilities.
It is the belief that Shah intended to land somewhere that lead me to postulate the CI route in the first place as you well know. Issues that I cannot resolve have stopped me from further evangelizing on that route.
@Ge Rijn
I expect that there were other cell phone registrations from 9M-MRO. Obviously, this information (pro or con) is not being shared with us.
@RetF4
Moving along we have the question of negotiations. I agree there is nothing credible in the public domain to support that negotiations ever took place. There is rumor and innuendo. Not worth much. There is the suspected messaging in Shah’s videos. Again, not worth much. There is evidence of Shah’s political affiliations which is factual. Taken in aggregate they support at least the suspicion of negotiations.
Suicide as a motive, I believe is less credible. There is no shortage of professional and wannabe shrinks out there. I have not seen a single opinion from anyone qualified to render an opinion, that Shah was displaying any telltale suicidal behavior.
Mechanical issues, while possible, are even less likely than suicide IMO. We have plowed that ground extensively.
So we are left with having to pick something. My choice is the political motive and negotiations. Asking Shah to place the money he stole from the Malaysian people into a numbered account is an action which would be difficult to reverse once the plane landed safely. That is my current favorite.
@Ge Rijn
Please mind an important detail: The Crew Oygen bottles may last for more than an hour, but they are completely useless in a decompressed cabin at altitude FL28+ because they are not pressurized, and at that altitude you can not survive ten minutes without presurized oxygen supply.
Fariq would have been dead together with the other passengers. He would not live long enough to hold a phone at a cabin window
@Ge Rijn @CosmicA
Are the Crew O2 bottles checked for pressure pre-flight? If so, how accessible are they for tampering?
Lock-out:
While we’re speculating.
If I was Z, I would have considered incapacitating the FO first, and not locking him out to a situation beyond control. Sure he was green, but he was still trained. Something that knocked him off, or put him in a critical state for the other crew to handle? And the “charade” with the landing sites could be for crew and pax just as well as ATC and posterity. But his phone!, you say — yes, but what would a really shrewd guy think? Give them a bone. He may still have insisted on being alone in the cockpit behind a locked door. No one would have questioned that.
In that case depressurization or “disposal” of the crew and pax could have come later. Instinctively (I think), I would have opted for a solution that would calm people and keep an orderly situation as long as possible. And also perhaps not start a mass murder of innocent people (ahrm) until all other obstacles were overcome.
What if the pax lived but the FO did not?
@DrBobby
Thx for the GE manual. I’ll send you mine which had time/fuel/distance to climb data for ISA, +10, +20 when I’m back at my computer. Heck I’ll even try to find the original figuring I did of that leg and if I can’t find it I’ll try to do it again as a small contribution to your cause.
@Dennis
ELT activation
“If an aircraft in which I were a passenger were diverted it would never occur to me to activate an ELT. The notion that the aircraft was not being actively tracked by facilities and people on the ground is simply not comprehensible to anyone in the modern era.”
I challenge the activation of the ELT with the assumption, that Sha did it and had not the guts to kill him in the cockpit, but to lock him out if it. While I agree that passengers are not normally familiar with the emergency equipment, the copilot and the cabin personal are though. Being locked out of the cockpit is a life threatening situation and using the only means available to communicate this situation by all means seems normal, as we seem all to agree in regard to using the mobile. Why should the usage of the ELT be not normal or be forgotten about? Transmitting on 243.0 and 121.5, which are monitored by all airborne, shipborne and ground stations offers a far better chance to alert somebody.
@Dennis
Sim data points
Most in the “Shah did not do it” camp dismiss these points as simply a few points among many thousands of such points. You appear to consider them as proof of a pre-planned grave, which is at least not as preposterous as dismissing them.
“You could be right. Another explanation is that they were the result of selecting an LNAV waypoint South such as McMurdo or the Cocos (overflown), and the points are where the simulated flight ran out of fuel.
I regard the sim data as simply reinforcement of the intention to execute the FMT.”
They could be a lot, as you seem to agree. My point is, that they loose their lighthouse effect, if the aircraft is not there and according to your motive never intended to end there. If they are just points where sim ran out if fuel then this could have happened on any joy flight where he forgot to go back to the simulator after picking up coffee. And that’s what I actually see in them.
@Dennis
Hold in the vicinity of possible landing places
“I think that is exactly what was happening between 18:25 and 19:40, and why the reconstruction of a path during that time has been difficult. Since we have no BTO data between 18:25 and 19:40 one can construct, and people have constructed, a number of possibilities.
It is the belief that Shah intended to land somewhere that lead me to postulate the CI route in the first place as you well know. Issues that I cannot resolve have stopped me from further evangelizing on that route.”
Wouldnt’t it be to the utmost unbelievable, that Shah negotiating with the lives of so much people would give up those negotiations so quickly and then go for the SIO to kill and die there, when there were still 4 hours flying time and negotiation time available? Why not land and give up? And with regard to the Sim data points he would have planned to do so?
While your CI scenario made some sense to me, you’ve lost me with the present situation, it misses your view of Shahs motive comletely imho.
@RetF4
“when there were still 4 hours flying time and negotiation time available? Why not land and give up?”
In the interest of full disclosure there are two points that bother me greatly that you did not explicitly mention. In addition to your question above.
1> How could an aviator with Shah’s experience run out of fuel if he did not intend to run out of fuel?
2> When it was obvious that he had too little fuel remaining to reach an airfield, why did he not communicate the aircraft position to give the PAX a fighting chance at survival?
My only explanation is that in the absence of successful negotiations it was decided beforehand that he would dump the aircraft. The Malay government had called his bluff. In order for any future negotiations to be taken seriously you have to let the other party know that your intentions must be taken as stated.
It is a mess, Franz. No scenario hangs together cleanly. All you can is try to connect as many dots as possible, and hope to fill in the blanks as more information becomes available.
@DennisW:
One of the hard things with negotiating at night and airborne is that you will have a hard time when the ones you are trying to coerce begin stalling. And they don’t tell you they are either. As seen on any Hollywood movie, whether day or night. You will run out of options in no-time, and especially during night. And a single hijacker cannot hold 238 at gunpoint so landing and negotiating isn’t a good idea either.
@DennisW said:
“Asking Shah to place the money he stole from the Malaysian people”
There is no evidence that Shah stole any money. Did you mistakenly
use Shah’s name in place of someone elses?
@Johan
Yes. Once the aircraft is on the ground Shah is a criminal, and any ability to negotiate is over.
@buyer90
Glad you brought that up. I meant to say Najib not Shah, but there is no ability to edit posts in this pathetic site.
Motive for mh370 and mh17 could come from actions of Najib. We have stronger evidence who did mh17 which killed his relative. Mh370 might have been a warning and mh17 a demand as Najib acted quickly on a payment of sorts.
No problem, people on this forum have Shah on the brain, so a
singular incorrect naming like that is understandable.
_____________________
It has been suggested on this forum at various times that leaking
of the data found on Shah’s computers may have been to gain a
political or commercial advantage.
Certainly, if people generally could be induced to believe he was a
criminal, that could be advantageous to any company that had been
tasked by the authorities to take part in the investigation, e.g.,
as an advertising benefit or as selling point for their services.
I was therefore surprized to see, on a webpage belonging to a
forensics company (whose media archive pages are replete with
stories of criminal activity and the aid that that company has
given to agencies such as the U.S. State Department and FBI),
mention of the concatenated phrase ‘catalinapby’, a phrase we
only recently (past few months from the Malaysian Police report)
now know was used by Shah as a pass phrase.
It is interesting that that webpage displays the name of an alleged
deceased person who has never been charged with any crime – if that
persons relatives lived in the US, it could be argued they would
have cause to take legal action against that company.
http://web.archive.org/web/20141018062810/http://www.bitsecglobalforensics.com/social-search/
http://www.mainebiz.biz/news47311.html
@MH
Or Najib was paid to make 9M-MRO ‘available’ so as to speak. This had to be largely refunded when intended goals were not achieved. Then an attempt was made to make 9M-MRO look like an accident. This has lacked the professionalism of the original operation. Russia suspecting an intelligence hack or Ukrainian involvement ‘acted’. Frankly the cockpit fire/Captain Z suicide is easier to cope with even if it doesn’t fit the data set.
Hi Jeff
I almost feel you are hiding something or want to say something but for some reason think you should not.
So far most of the experts think it was the Capt. of the Plane who took control or hijacked his own plane and committed mass suicide.
I feel you have either some information you are not sharing or have a theory, which is so bizarre that you are not comfortable with it. What is it then? Was there a weapon of a new class and power that we should all worry about it? A new type of Cyber-related attack on Aviation Industry?
If World around us random in nature and most of the problems have a simple and logical solution then why ot Capt. Shah was responsible for killing all onboard? Your and others are welcome to comment, please.
@buyerninety:
What do you mean with “pass phrase”? A logon password?
@Qayyum, Indeed, most of the problems in the world do have a fairly straightforward explanation; unfortunately straightforward explanations do not fit well with what we know about MH370. Whatever happened was indeed strange. The simplest is that Shah did it, but this story requires that a man with seemingly no motive or psychological predisposition — quite the contrary — decided to kill himself and hundreds of innocents. Like I said, possible, but bizarre.
As for my “secret,” it’s really anything but; in fact probably some of the readers here are rolling their eyes already. I have raised the possibility that the known anomalous behavior of the SDU was a result of tampering by sophisticated hijackers who wanted to create an electronic “false trail of breadcrumbs” to mislead investigators into searching the SIO. This theory would require that the debris found in the Indian Ocean have been planted.
In my view it is a matter of fact that since 2014 Russia has been engaged in active “hybrid warfare” against the west, creating a fog of confusion and misinformation in order to drive back a West that, in its view, had provoked it by trying to peel away the buffer states of the “near abroad.” This hybrid war has included, inter alia, the annexation of Crimea and invasion of eastern Ukraine, the disruption of the Syrian civil war, the backing of anti-EU factions in Europe, aggressive airspace testing in Western Europe, the deployment of troll armies across the internet, and the hacking of the US presidential elections. If the MH370 BFO data were hacked, then in my view it is a very short, straight line to concluding that MH370 represented another front in this war of distraction and confusion.
@buyerninety, Wow, good catch! So clearly this Maine company must have been involved in the investigation. I wonder if they’ll talk about it…
Re: “pass phrase” .
The particular phrase I mentioned is verifiably a Skype ID , as it
allows you to pass through to the sign*in section of the Skype software.
(Opposed to a non-valid phrase, which merely sends you to a that ‘account
doesn’t exist’ notice.)
Bluntly, regardless of whether that Skype ID is Shah’s, I thought that,
at a minimum, the use of that name, on that companies webpage was in
poor taste, and inappropriate. But I don’t intend to sideline into a
discussion about it.
———-
@JeffWise
(Grin) You mentioned the SDU again, so I might have to ask you to give
a response as to why you believe the ELMS couldn’t be responsible
for the SDU ‘power off & later power on’. (No need for a story, just
a couple or so sentences will satisfy me..)
Also, while I think of it, have you considered contacting the
Malaysian Cell phone official whose name was mentioned previously,
for comment as to whether he was correctly quoted when he
allegedly made that statement about his companies detection of a
MH370 crew or passenger cellphone?
(@JeffWise
I hadn’t actually seen your post, immediately previous
to my above post, so you should not interpret any ‘bluntness’
in that posts words as being in any way a response to your post..).
I’m not waving a red flag here, but I was wondering if anybody
had any technical reason why Oleksandrs ‘spiral descent’ theory
was not possible?
@buyer90
I forgot (or was never aware) what Oleksandr’s spiral descent theory is. Can you point me to it?
@buyerninety @Jeff Wise
I guess you mean the following name regarding the cell phone connections.
As an easy reminder I copied it from previous topic post:
“I saw an internal memo from Abdul Farim Fakir Ali, CTO of Maxis, saying that they picked up a call attempt from a “crew member” originating on a cell tower covering Perhentian Besar. He also implied that Digi may have something from a different crew member near or over Jambatan Pulau Pinang.”
Perhentian Besar is an island on the north-east coast of Malaysia not far from Kota Bharu.
Jambatan Pulau Pinang is the northern 13.5km long Penang Bridge connecting Penang Island to mainland Malaysia.
@DennisW
I’ll see if I can dig up the download URL – unforunately I renamed his
graphic from whatever it originally was.
(May I suggest we agree only to consider his spiral as applicable for
the 18:25 to 18:28 times, and disregard his inclusion of the 18:39 &
18:40 times.)
Until later , Cheers
@buyer90 sure
@all
Looking back through my work, I have a range ring for ~23:14. I have no idea how I generated this ring. Where did the BTO value come from? I am at a loss. Help?
The ravages of age strike again.
@DennisW:
I don’t know where your BTO value comes from, but I determined a value of 15772 microseconds by interpolation/curvefit:
https://www.dropbox.com/s/waoybywrqf60d7f/Schermafdruk%202016-11-23%2016.49.34.png?dl=0
@Gysbreght
Thanks. My guess is I must have got it from you along the way.