As an exercise I set myself a hobby project to try to fathom out its disappearance that I sent to the US Infinity Company in May 2018.

A later article about ‘noise’ detected by an acoustic study recently by Cardiff University which discovered 2 anomalies about the time when the MH370 disappeared, one of which was on a line of 234° from Station HA01 in Australia.

The site ha01 seemed to come close to the area I predicted in documents I sent. I suggested that the site would be closer to 40°S 105°E, after investigating wreckage discovery timing, current speed and gyres around the Indian Ocean and Australia. Counting back days and current speeds it gave a concurrent focal point around there. This would possibly explain the sparcity of wreckage as a lot of it could have headed along a gyre for the Getz Ice Shelf and Amundsen Sea before possibly making landfall. Otherwise it might just go into the bottom of the South Pacific. My suggestions was that it could be possible for the aircraft to travel father than expected in a depressurised state to reach that point, and that a breakup may release a trace of lithium higher than the 180 micrograms per litre that the background seawater would have, possibly allowing a trail by analysis along the top of a 1000-1500m thermocline, as it was carrying about 200kg of lithium batteries which would have seeped. The ‘I’ route which coincides with the 234° line from ha01 that is in a similar direction.

The reason for the 1000-1500m mark is because lithium is almost as reactive as sodium but is lighter, so the trace would probably be below the lower salinity area on the surface but at the top of the higher level salinity level below, due to the temperature differentiation at higher latitudes.

I would guess that any trail would probably be in a thread type concentration and would need to be crossed a number of times before it was detected at about 900-1000m. Think of it as a metal detector type blip, then following a continuous path until it disappears again at around the point of origin where it ascends. If it travelled sandwiched along the top of one thermocline and the bottom of another, the dilution or dispersion of the stream may have been reduced, but you really need a towed instrument that can detect Lithium trace levels in seawater. Is there such thing as a real time software controlled spectrograph, where you could monitor threshold levels? I would suggest that the thread could be as much as 30% higher than normal depending on dispersion, but would probably show a consistent higher peak than expected.

It’s always worried me is that very little of the MH370 flight was found, being a large aircraft, the Boeing 777-200ER being probably the largest lost modern aircraft that had disappeared without trace, made with a lot of composite materials. I expected bits to float up on shores all over the place. The only thing I can think of is if the crash site was sending a lot of it into gyres that went past uninhabited areas, such as Antarctica. This would also suggest a more southerly area than the search site. If you check the currents that circulate around the likely area you find that they generally separate around the 30°S latitude, anything above that being taken into other gyres that would deposit floating materials widely around the periphery of the ocean. I would see it as likely that the crash would be in a triangle with bottom left corner 40S 105E, to top left corner 35S 103E, top right 37S 107E.

Hi again. This is only a rough outline, so don’t use it as gospel, just as a possibility of the makeup of the person controlling the aircraft who wanted to evade detection for whatever reasons. Most aircraft just have semi random motion if they fail, so you have to think in terms of someone who wants to go missing.

Possible scenarios and Methodology of MH370

Pilot Intention

You have a pilot who realises that he will no longer be able to function in the job or his career due to medical reasons, you may find that he decides on a course of action which is suicide, but will want to make it significant in his mind, and baffling and a mystery to others.

Once his mind has been made up, the passengers will be in his mind part of the events that led up to this point and he may have no consideration for them, just allocating them to an indistinct contributory group.

As a symbolic challenge to this, the aircraft that he flies and the passengers are going to be part of that revolt against the unfair system, although a friendly colleague may just be collateral damage in his mind, especially if he thinks they may sympathise so he may not want to punish them, but would remove them quickly from the equation.

The actual symbolism of performing this act in this way, suggests the pilot would be happier if he himself was conscious and in control, and the passengers were only aware at the last moment, but would not be in a position to do anything about it anyway. He will always be aware that at any moment he may be in danger of being removed from the position of being able to fulfil his plans, so a quick, decisive, action would be necessary.

If the other members of the crew realise what is happening too early, they may possibly be in a position to alter or effect the outcome, and damage his symbolism.

The first obstacle would be to remove anyone else who would effectively notice a change in circumstances. His co-pilot could simply be asked to check something out, then locked out of the cabin, but there would be a constant threat of the cabin door being forced and being overcome, ending in an ignoble result for himself. This would give the relatively shortest time of action for himself.

The simplest way to remove the co-pilot would be to do something like simply drugging him with an easy to obtain compound, say in a coffee, and saying that he collapsed, referring to informing the authorities for instructions. This would give him complete control over the cockpit, and himself being reinforced as a capable authority figure, allowing him great latitude. It would be only when the other members of the crew realise that too much time has elapsed for resolution, would there be any attempt at removing him. There would also be a major risk to his plans if the co-pilot had time to recover and organise access, so unless a possibly noticeable amount of drug was involved this would also shorten time of action.

Something like the easily obtained Midazolam could have been used. A large dose, would possibly give the pilot up to 3 hours. This seems a likely scenario, the time on the normal course simply being the length of time needed for a drug effect. A simple door barring would suggest at least someone would try and communicate using a mobile phone at the very start, maybe just a vague signal at a local passing mast, which are dotted around the area. Need to check for obtaining or possessing medications.

Once this happens he would have a certain length of time to function before the door could be forced. He may or may not decide that he has feelings for the passengers and other crew, so may depressurise, rendering them unconscious, but may wish for them to know that he is in complete control of their lives. If they are not conscious, then the path of the aircraft can reach up to it’s maximum range, possibly on autopilot, until running out of fuel, but it is more likely that he would want to be in control of his destiny and would make it a definite powered event. If they are conscious, then after the resolution period, it may be a short time before someone manages to get into the cabin, especially as all the passengers will co-operate.

The flight should have travelled for about an hour after take-off on a mixture of sea and land, but it’s likely that within an hour of travelling just over sea, suspicions would have been aroused, so at that point, there would have been attempts at entry to the cockpit, which may have succeeded within the next hour. Plus it may have been the plan to avoid any areas where the crew or passengers could have been able to get a mobile phone signal, for voice or messaging. This suggests checking if it is possible, any mobile phone signals received at masts in possible flight areas from phones that had numbers that the passengers and crew were carrying, but it’s likely at the point where the door was being challenged the plane would be depressurised.

This suggests that the extreme limit for fuel running out would not be a factor, and that it’s likely that the plane was ditched within two to three hours of the last turn. This would give a flight duration from the last turn of about 1000 miles, and almost certainly less than 1500 miles. If everybody was unconscious or dead, it would be likely that he would continue to the extreme length of the journey, and make one last right angled turn towards the open ocean with a final symbolic dive when fuel showed signs of running out to show that he was still in control.

The likeliest routes may have been simple, due south at 180 degrees, after the last avoidance turn, or due south at 180 degrees until 50% of the fuel remained, then due west at 270 degrees. Scribbled notes or some form denoting mental practice again may give a number he favoured to enter into navigation.

Alternatives are that there was a definite point he wanted to reach, probably a rounded number or equivalent line, a point that might show up in unnoticed notes and practice calculations, or that he was eventually overpowered by passengers and or crew but had damaged the radio so that their attempt to return to safety was not recorded. Knowing that they were in an area where they could not safely land directly set course for the nearest land or island at that time, and ditched close by.

It’s likely that the plane turned due south as it seems to have missed all the radar boundaries in the area, and there are too many in other direction, none of which detected the plane.

Another thing that may be surprising would be the non-detection by the US listening base at the Chagos Islands that probably precludes anything except a direct southerly route, though the curvature of the earth would hamper any air detection over 250 miles for direct line surface radar. I’m not sure if a ‘bounce’ type radar could have detected a ghost image.