Author: Jeff Wise

by Victor Iannello

Note: Ever since the idea of spoofing was first discussed, one of the main issues has been how falsified BFO values might have been calculated. Most of assumed that the values were arbitrarily selected to suggest a flight in a generally southward direction. Here, Victor Iannello presents an ingenious suggestion: that hijackers might have altered a single parameter in the Satellite Data Unit frequency precompensation algorithm. — JW

Notice: The views expressed here are solely mine and do not representthe views of the Independent Group (IG), Jeff Wise, or any other group or individual. — VI

Summary

In previous work, paths were reconstructed for MH370 using the available radar and satellite data. Paths to the north of Malaysia were studied bymatching the measured Burst Timing Offset (BTO) data, but relaxing the constraint of matching theBurst Frequency Offset (BFO), which is appropriate if the BFOdata waseithercorrupted or misinterpreted. It was found that there are paths to the north that end at airports that could be reached with the fuel that was loaded onto MH370.In this work, the conventional interpretation of the BFO is challenged. In particular, the possibility that the operation of the SATCOM was deliberately modified so that a northern path would have the BFO signature of a southern path is studied. Some of the findings are:

• The Honeywell Thales MCS-6000 SATCOM used by MH370 hasafrequencycorrection algorithm withthe capability to correct for the Doppler shift caused by inclination of thesatellite. This is known to the official investigation team butis not generally known by independent researchers.
• The value of inclination for the Inmarsat I3F1 satellite that was broadcast by the Ground Earth Station (GES) at Perth, Australia, to be used by SATCOMs logged into the satellite, was zero. The true inclination of the satellite was around 1.65⁰. The two parameters that describe the satellite inclination, the inclination angle and the time of the ascending node, are stored in the System Table of the SATCOM in non-volatile memory, and are used by the frequency compensation algorithm.
• If an individual obtained unauthorized access to the non-volatile memory of the SATCOM, the value of the inclination used by the frequency correction algorithm could be changed from 0 to 3.3⁰, or about twice the true inclination of the satellite. With this change, the BFO signature of a northern path that satisfied the BTO data would resemble the BFO signature of a southern path that satisfied the BTO data.
• The apparent turn to the south between 18:28 and 18:40 UTC that is suggested by the measured BFO data might have been caused by a change to the inclination parameters stored in the SATCOM’s System Table during that time interval.
• The calculated values of BFO for northern paths with the inclination parameter changed to 3.3⁰match the measured BFO values with an RMS error less than 3.8 Hz. This is true for Mach numbers between 0.65 and 0.85 at FL350, with little variationin errorseen in this speed range.
• At each log-on, the inclination parameters would be reset to zero. Therefore, the BFO data associated with the log-ons at 18:25 and 00:19 UTC should be evaluated with inclination parameters set to zero. The BFO data at times between these log-ons should be evaluated with the possibility that a change was made.
• The BFO value at 00:19 matches an aircraft along the northern part of the 7tharc on the ground and stationary once the BFO is adjusted for the log-on offset seen at 16:00 UTC. This suggests that if MH370flew north, it might havesuccessfully landed.
• Researchers have identified security vulnerabilities in other SATCOMs, including backdoors and access to memory, although the MCS-6000 has not been specifically studied. The possibility of “spoofing” the BFO to disguise location has been considered before.

Read the whole report here.

Note: This paper was prepared by noteworthy independent MH370 investigator Brock McEwen, who set out to answer the timely question: has the soon-to-be-concluded search of 60,000 square kilometers of seabed in the southern Indian Ocean falsified the flight scenario proposed by the Australia Transport Safety Board and endorsed by unaffiliated researchers belonging to the Independent Group? Through extensive modeling, McEwen calculates that the search has covered more than 99 percent of the potential endpoints predicted by ATSB and IG flightpath scenarios. He concludes that “if both the Inmarsat signal data and its interpretation by search officials is valid, then the search should have turned up wreckage by now. This offers strong circumstantial evidence that either the Inmarsat data or its interpretation is invalid. Accordingly – unless search officials know something we don’t – the announced decision to spend another year searching around the improbable edges of a discredited theory (while this paper does not address surface debris, its absence likewise serves as strong Bayesian counter-evidence) is an extremely poor one.” — Jeff Wise

Executive Summary
This paper stochastically models MH370 end-of flight dynamics, and finds no evidence to support last month’s announced continuation of status quo search strategies. This finding is consistent with a documented pattern of decisions by MH370 search leaders which make no sense. A rigorous, independent audit of both the Inmarsat data’s entire chain of custody and MH370 search leadership is recommended.

Introduction
In a joint statement issued April 16, 2015, Malaysian Transport Minister Liow Tiong Lai, Australian Deputy Prime Minister Warren Truss and Chinese Transport Minister Yang Chuantang indicated the search for Malaysian Airlines Flight 370 (MH370) would continue to focus on the deep-sea search in the Southern Indian Ocean (SIO):

“Should the aircraft not be found within the current search area, ministers agreed to extend the search by an additional 60,000 square kilometres to bring the search area to 120,000 square kilometres and thereby cover the entire highest probability area identified by expert analysis,” they said in a joint statement. “Ministers recognise the additional search area may take up to a year to complete given the adverse weather conditions in the upcoming winter months.”

In committing to this extension – described graphically as a modest search zone expansion in all four directions – search leaders implicitly assume that

1. the Inmarsat data is sufficiently accurate and precise to permit interpretation by investigators AND
2. the conclusion they drew (flight to fuel exhaustion, followed by pilotless spiral to impact) is correct, YET
3. the wreckage this conclusion predicts remains outside the areas already searched by side-scan

This paper tests this hypothesis, via stochastic simulation of plausible post-fuel exhaustion flight paths.

You can read the full paper here.

by Victor Iannello

[Notice: The views expressed here are solely mine and do not represent the views of the Independent Group, Jeff Wise, or any other group or individual.]

Summary

Paths were reconstructed for MH370 using the available radar and satellite data. Paths to the north of Malaysia were studied by relaxing the constraint of matching the Burst Frequency Offset (BFO), which is appropriate if the BFO data was either corrupted or misinterpreted. The choice of paths was constrained by matching the Burst Timing Offset (BTO) data. Three airports were identified that are located near the 7th arc, as defined by the last BTO data point at 00:19 UTC: Kyzlorda, Almaty, and Kuqa Qiuci. The viability of each airport was determined based on fuel requirements. A fuel flow model was developed by reverse engineering performance data at Long Range Cruise (LRC) and Holding speeds, and then extrapolating the data to other speeds and temperatures.

The fuel flow model coupled with the path reconstruction model predicts that a flight ending at Kyzylorda is unlikely due to the high speeds and unfavorable headwinds. A flight ending at Almaty was deemed viable even when considering the uncertainty in the fuel consumption model. Alternatively, Boraldai Airport, which is close to Almaty Airport, is also viable. Finally, a flight ending at Kuqa Qiuci is considered possible, although the fuel margin is small. The paths to the airports are shown in Figure 1.

The possibility that the plane reached a runway at Yubileyniy was also considered. As Yubileyniy is 237 km (128 nm) beyond Kyzylorda, a landing there is predicted to be very unlikely.

Continue reading Guest Post: Northern Routes for MH370 Ending at Airports

Earlier this month, at a meeting between ministers from Australia, China, and Malaysia, the countries involved in the search for MH370 announced that, in the event that the plane was not found within the current search zone by the end of mission in May, the area would be increased “to extend the search by an additional 60,000 square kilometres to bring the search area to 120,000 square kilometres.” (The new area is outlined in red in the image shown here.)

I think it’s worth considering the logic behind this decision.

Last year the ATSB spent months carefully calculating the boundaries of the original 60,000 sq km area. What they wound up with was a rectangle about 1200 km long and ranging in width from 48 to 62 kilometers wide, straddling the 7th arc.

This area fit what the ATSB believed to be the most likely scenario for the final phase of the plane’s flight: that it flew straight on a southerly heading on autopilot and then shortly after 0:11 ran out of fuel — first one engine, then the second. After the second engine stopped, a backup system called the Auxiliary Power Unit (APU) would have kicked in, restoring a limited amount of electrical power. The plane’s satellite communications system would have rebooted, leading to the final “half ping” at 0:19.

As soon as the second engine failed, the engine would have entered a unpowered glide, much as the “Miracle on the Hudson” A320 did after its engines ingested a flock of geese. In this case, however, there would have been no pilot at the controls to guide the plane in for a smooth landing. What’s more, the power interruption would have turned off the autopilot. Uncontrolled, the plane would have gradually banked into a turn, which then would have grown steeper, devolving into a tight spiral dive that would have ended with the plane impacting the water at high velocity.

Let’s call this the “Unpiloted Fuel Exhaustion Scenario,” or UFES.

Continue reading The Reasoning Behind the Continued Search of the Southern Indian Ocean for MH370

The unsettling oddness was there from the first moment, on March 8, when Malaysia Airlines announced that a plane from Kuala Lumpur bound for Beijing, Flight 370, had disappeared over the South China Sea in the middle of the night. There had been no bad weather, no distress call, no wreckage, no eyewitness accounts of a fireball in the sky—just a plane that said good-bye to one air-traffic controller and, two minutes later, failed to say hello to the next. And the crash, if it was a crash, got stranger from there.

My yearlong detour to Planet MH370 began two days later, when I got an email from an editor at Slate asking if I’d write about the incident. I’m a private pilot and science writer, and I wrote about the last big mysterious crash, of Air France 447 in 2009. My story ran on the 12th. The following morning, I was invited to go on CNN. Soon, I was on-air up to six times a day as part of its nonstop MH370 coverage.

There was no intro course on how to be a cable-news expert. The Town Car would show up to take me to the studio, I’d sign in with reception, a guest-greeter would take me to makeup, I’d hang out in the greenroom, the sound guy would rig me with a mike and an earpiece, a producer would lead me onto the set, I’d plug in and sit in the seat, a producer would tell me what camera to look at during the introduction, we’d come back from break, the anchor would read the introduction to the story and then ask me a question or maybe two, I’d answer, then we’d go to break, I would unplug, wipe off my makeup, and take the car 43 blocks back uptown. Then a couple of hours later, I’d do it again. I was spending 18 hours a day doing six minutes of talking.

Continue reading New York: How Crazy Am I to Think I Actually Know Where That Malaysia Airlines Plane Is?

BBC (UK) A wild and chilling theory about what happened to MH370, by Robert Cottrell

What if the MH370 flew north and landed safely on a Russian airstrip in Kazakhstan? Of course it’s a wild theory. It’s also a great yarn, with just enough data points to sound plausible.

Le Monde (France): Un an après, l’improbable disparition du MH370, by Florency de Changy

Mais si l’avion n’est pas au fond de l’océan Indien, où est-il ? Pour certains, il ne s’agit plus d’affiner des calculs déjà suraffinés, mais bien de remettre en cause la démarche tout entière. Se peut-il qu’une partie des données Inmarsat aient été trafiquées ? C’est la thèse du journaliste américain Jeff Wise qui vient de publier un livre numérique The Plane That Was not There (« L’avion qui n’était pas là »). Il propose un scénario dans lequel les « vraies fausses » informations d’Inmarsat ne sont là que pour faire diversion, alors que les vrais coupables sont les deux Ukrainiens et le Russe qui étaient assis à l’avant de l’avion et dont les passeports sont les seuls à ne pas avoir été vérifiés par leurs autorités nationales respectives. Le Groupe indépendant a immédiatement exclu Jeff Wise.

Das Bild (Germany): Das Sind die Theorien

Der amerikanische Wissenschaftsautor und Pilot Jeff Wise, der das Drama um MH370 seit Monaten für den US-Nachrichtensender CNN begleitet, glaubt sogar: Rebellen könnten die Maschine nach Zentralasien entführt haben – um die Boeing eines Tages für ihre Zwecke einzusetzen. Wise zu BILD: „Die Idee, MH 370 könnte nach Kasachstan verschleppt worden sein, ist nicht neu.”

Il Post (Italy): La teoria di Jeff Wise sul volo MH370, di Andrea Fiorello

Un anno dopo la scomparsa nel cielo dell’Asia del volo Malaysia Airlines MH370 – di cui non si hanno notizie dalle 2,40 del 3 marzo 2014, quando i radar persero le tracce dell’aereo circa due ore dopo il decollo da Kuala Lumpur con destinazione Pechino – il giornalista americano Jeff Wise ha pubblicato sul New York Magazine un lungo articolo che racconta la sua personale storia di “esperto” del volo MH370 e gli sviluppi delle teorie su cosa sia successo all’aereo, che lo hanno portato di recente a un’ipotesi che racconta come incredibile e convincente insieme.

RT (Russia): ‘True story!’ MSM spins theory that Putin hijacked MH370 and landed it in Kazakhstan, by Nebojsa Malic

Judging by his observations about MH17 and Russia, Wise has clearly fallen victim to what psychologists call confirmation bias – a tendency to see and interpret information in a way that confirms one’s preconceptions. However, almost the entire mainstream press in the West suffers from this when it comes to Russia – prompting several commentators to dub the phenomenon ‘Putin Derangement Syndrome.’ Witness the recent announcement by a “Pentagon think-tank” that Vladimir Putin is supposedly autistic, dutifully reported as fact. Now it seems Jeff Wise’s fantasy is due for the same treatment.

Continue reading Media Reaction to “The Spoof”

As readers of this blog or my Kindle Single (or, now, New York magazine) know, I’m intrigued by the possibility that MH370 might have been hijacked and flown north to the Yubileyniy Aerodrome within the Baikonur Cosmodrome. If so, it would have come to rest on the specially-milled concrete at approximately an hour and a half before sunrise on Sunday, March 8. And then what? If it stayed where it was, it would have been easy to spot by land-imaging satellites overhead. To avoid detection, it would have to have either refueled and taken off again, or found some kind of shelter.

As it happens, the Kazakh steppe is a terrible place to hide a 210-foot long, 60-foot-high airplane. The flat, desert plain is sparsely populated and almost featureless, so that anything large and unusual is apt to stand out. There is no natural canopy of trees to shelter under. Though there are large buildings at the cosmodrome where space vehicles are serviced, there are no large structures near Yubileyniy.

After I began developing my “Spoof” hypthesis I spent days scouring first Google Earth, then free commercial satellite imagery looking for any hint that a plane could have been stashed in the vicinity. The pickings were slim. The Yubileyniy complex was built in the ‘80s as the landing site for the Buran space plane, and after the program was cancelled in 1989 it has largely sat disused. Occasionally the runway is used by planes carrying inbound VIPs and cosmonauts, but otherwise nothing has really happened there in decades. An overview of the area is depicted above.

The dark, fishhook-shaped line is the rail line connecting the airstrip to the rest of the Baikonur complex. Alongside it is a road from which a series of driveways lead off to the north. One of them leads to an isolated six-story building that stands surrounded by debris, berms, and trenches. I came to think of the area as Yubileyniy North. Here’s what it looked like in 2006 (click on images to enlarge):

Continue reading What Was Going On at Yubileyniy?