We are worried but we can overcome this

The malaysian health ministry has reported 823 Covid-19 cases in the past 24 hours. Sabah again accounted for the highest number of cases, with 533 cases. Health director-general Dr Noor Hisham Abdullah said the new cases bring the total number of infections in the country to 26,565. In a press statement, Noor Hisham said there were 579 recoveries, bringing the total number of those discharged to 17,134. The bulk of these recoveries, a total of 288, came from Sabah. The health ministry also reported eight deaths, which brings the toll to 229. A total of 9,202 people are still being treated, with 99 in intensive care and 30 requiring respiratory assistance. The eight patients who died are Malaysian citizens and all the deaths were recorded in Sabah.

Abu Sayyaf tidak harus menculik untuk mendapatkan wang dan penyelesaian tuntas untuk mengakhiri ancaman Abu Sayyaf

Abu Sayyaf selalu menceroboh perairan kita untuk menculik, tujuannya utk dapat duit melalui pembayaran wang tebusan.

Namun bagi saya Abu Sayyaf tak perlu menculik untuk dapatkan wang tebusan. Sebabnya? Mudah..sebab mereka ni Abu Sayyaf, kumpulan bersenjata yang memiliki pelbagai senjata termasuk bom tangan, grenad, pelancar roket, pelancar grenad, mesingun berat M50 Browning, Mesingan sederhana General purpose machine gun dan mesingan ringan Minimi serta rifle M16, M14, AK47, Garrand dan macam2 lagi senjata. Jadi untuk mendapatkan apa saja barang keperluan seperti beras, hotdog, mee, minyak masak, selipar, kasut, bawang merah dan putih, skurew driver, spana, ayam, kambing, lembu, laptop, handphone, sim kad, prepaid dan sebagainya, mereka hanya perlu ke tempat2 yang menjual segala barangan yang dikehendaki dan bawa lari saja semua barang yang diperlukan, tak perlu bayar, tak perlu duit!! Kenapa? Sebab mereka ni abu sayyaf. Manada taukeh yg berani halang bila mereka datang dan ambil semua barang2 yg diperlukan...!!!

Begitu juga jika Abu Sayyaf mahu kereta, motorsikal atau basikal, hanya perlu ke kedai jual kereta, motorsikal dan basikal dan rampss semua sekali, rompak..kalau tokeh enggan beri, acukan senjata semua atau tembak towkeh atau culik towkeh... Kalau mau isi minyak kenderaan, isi saja di stesen minyak dan terus jalan, tak payah bayar. Tokerh stesen minyak mana berani minta bayar sebab mereka ni semua bawa senjata!!!

Begitu juga kalau Abu sayaf mau kahwin, pergi saja kampung yg ada gadis dan bawa lari saja gadis itu. tak payah bayar mas kahwin atau wang hantaran. Tak perlu pakai wang langsung.

Begitu juga jika Abu Sayyaf mahu bekalan dadah heroin, syabu, morfin, kokain...pergi saja ke pusat pengedaran dadah dan ambil kesemua bekalan dadah itu...tak perlu bayar..tak perlu duit. siapa lawan, tembaklah..abu sayyaf kan banyak senjata. ATau culik saja raja dadah jolo dan paksa bekalan dadah diberikan tiap2 hari... semuanya tak perlukan wang kerana mereka ni abu sayyaf!!

Jadi buat apa abu sayyaf mau susah2 pergi sabah dan culik pelancong utk dapatkan wang tebusan???

Penyelesaian Tuntas untuk menamatkan ancaman Abu Sayyaf di Pantai Timur Sabah.

Penyelesaian ke atas ancaman abu sayyaf :


1. keluarkan semua wanita, orang tua, bayi dan kanak kanak dari jolo, tawi tawi dan basilan..lepas tu gugurkan bom atom di lokasi persembunyian abu sayayf...dengan ini maka semuanya akan mati dan tiada lagi ancaman ke atas sabah.


2. pasang pagar keselamatan dari kudat sampai semporna 1400 km...pagar itu ada talian elektrik 10 kilovolt, siapa mau ceroboh akan mati kena karan. hanya ada 10 laluan masuk keluar di timur sabah yang dikawal ketat pasukan keselamatan.


3. curfew di perairan pantai timur sabah. antara 9 pm dan 6 am laksanakan perintah berkurung, semua bot dan kapal tidakdibenarkan bergerak di perairan timur sabah. siapa engkar akan ditembak atau ditangkap

4. haramkan pengunaan pumpbot yg boleh bergerak di perairan cetek


5. setiap resort ada pengawal bersenjata tidak termasuk polis, tentera, apmm dan esscom untuk self defence

Penculikan di Singamata Reef Resort, Semporna, ESSCOM lancarkan Ops Gasak di 4 pulau, 19 pusat peranginan

25 PATI DITAHAN DALAM OPS GASAK 4 DI EMPAT PULAU RESORT SEMPORNA



Ketua Pengarah ESSCOM, Datuk Mohammad Mentek pastinya menghadapi tugas berat mengawal 1400 km pantai timur Sabah, apatah lagi 2 penculikan berlaku di Semporna, kawasan jagaan ESSCOM iaitu di pulau Pom Pom pada November 2013 dan kini Singamata Resort pada 2 April 2014.


Inilah Singamata resort, cantik tapi namanya sudah bertukar menjadi SIngaculik resort.

Sumber Berita: ESSCOM

SEMPORNA, (8 April 2014) -- Seramai 25 orang termasuk empat wanita dipercayai pendatang tanpa izin (PATI) ditahan dalam Ops Gasak 4 yang diselaraskan oleh Kawasan Keselamatan Khas Pantai Timur Sabah (ESSCOM) membabitkan 19 resort di empat pulau peranginan di sini, semalam.

Ketua Pengarah ESSCOM Datuk Mohammad Mentek berkata kesemua mereka yang berumur dari enam tahun hingga 52 tahun itu ditahan kerana tidak memiliki dokumen perjalanan atau pengenalan diri yang sah dalam operasi yang bermula pada jam 10 pagi dan berakhir kira-kira jam 5.30 petang.

Katanya pulau-pulau terbabit ialah Mabul, Kapalai, Pom-Pom dan Mataking.

"Kita telah memeriksa dokumen seramai 360 orang, dan daripada jumlah itu, kita menahan 21 lelaki dan empat perempuan yang disyaki tidak mempunyai dokumen pengenalan diri yang sah," katanya dalam satu kenyataan di sini hari ini.
Mohammad berkata mereka yang tidak mempunyai dokumen sah itu boleh dikenakan tindakan di bawah Akta Imigresen 1959/63 (Pindaan 2002).

Beliau berkata sekiranya PATI terutama pekerja resort itu terbukti melakukan kesalahan mengikut akta tersebut dan kemudiannya dijatuhkan hukuman di mahkamah, tindakan selanjutnya ialah mendakwa majikan terbabit atau pengusaha resort kerana menggaji pekerja asing yang tidak memiliki dokumen sah.

Mohammad berkata operasi bersepadu berkenaan membabitkan Polis Diraja Malaysia (PDRM), Angkatan Tentera Malaysia (ATM), Agensi Penguatkuasaan Maritim Malaysia (APMM) dan agensi lain termasuk Jabatan Imigresen, Jabatan Pendaftaran Negara dan Pejabat Daerah Semporna.

"Kita akan teruskan Ops Gasak ini ke seluruh kawasan Zon Selamat Timur Sabah (ESSZONE) dengan tumpuan di pulau-pulau peranginan atau resort dan perkampungan atas air," katanya.

Katanya operasi berkenaan merupakan susulan kepada Ops Gasak 3 yang dilaksanakan pada 8 Mac lepas, Ops Gasak 2 pada 29 Dis tahun lepas, dan Ops Gasak 1 yang dilancarkan pada 24 Nov tahun lepas yang melibatkan beberapa pulau di perairan Semporna.

Ends. Moga pantai timur Sabah terus aman dan bebas dari sebarang ancaman di masa depan.

Trio Macan, kumpulan dangdut paling seksi di Indonesia

Jika ada kumpulan dangdut yang seksi di Indonesia, pastinya Trio Macan yang amat dikenali dengan lagu SMS.

Trio Macan terdiri 3 gadis super seksi, Lia Ladysta, Iva Novanda, dan Dian Aditya, semuanya asal Jawa Timur.


Antara lagu terpopular trio Macan, SMS.

Trio Macan pernah merangkul anugerah kategori Best Dangdut dalam malam Penghargaan MTV Indonesia 2006, menewaskan nama nama besar lain seperti Ayu Azhari ("Ada Cinta"), Inul Daratista ("Mau Dong"), Titi Kamal ("Jablai"), serta Ira Swara dan Saiful Jamil ("Jujur").

Tak hanya di dunia seni suara, Trio Macan juga pernah berlakon dalam sinetron berjudul Dawai Asmara.

All the best trio macan.

Julia Perez, artis seksi Indonesia

Antara filem hot lakonan Julia Perez

Hmmm..apa kata hari ini kita membicarakan mengenai seorang artis Indonesia yang mempunyai bentuk badan amat seksi, mengghairahkan, memberahikan dan menggiurkan.

Yang dimaksudkan Julia Perez, keturunan Sunda-Betawi atau nama sebenarnya Yuli Rachmawati.

Dia seorang pelakon filem, penyanyi dan model.

Dia pernah dinobatkan antara 100 gadis terseksi majalah Maxim dan FHM.

Hmm geramnya, beruntung sekali sang pria yang dapat memiliki hati gadis hebat ini.

Pria itu tak lain tak bukan orang Perancis, Damien Perez yang dinikahinya pada 7 Oktober 2002 dan belum ada anak sehingga mereka bercerai. Hmmm...gadis seksi pun dicerai? bongong punya Damien Perez!!

Gaston Castano, seorang pemain bolasepak asal Argentina yang kini bermain di liga Indonesia dikatakan kekasih baru Julia Perez.

Hmm nampaknya Julia hanya berminat dengan lelaki luar negara, enggak ada peluang bagi pria Indonesia untuk memeluk tubuh munggilnya?

Namanya mulai dikenali sebagai sex bomb Indonesia keraan sering bergaya seksi. Dan pernah menimbulkan kontroversi apabila album pertamanya berjudul Kamasutra, menyertakan kondom bagi setiap pembelian.

Meskipun Julia Perez menyatakan alasan penyertaan kondom dalam setiap albumnya tersebut adalah untuk mencegah penyebaran penyakit HIV/AIDS serta mempromosikan seks selamat dan merancang keluarga, namun banyak pihak yang menilai tindakannya tersebut adalah bentuk sokongan terhadap budaya seks bebas.

Bahkan Menteri Pemberdayaan Perempuan Indonesia, Meutia Hatta menyatakan secara terang-terangan bahwa tindakan Julia Perez itu boleh diinterpretasikan sebagai dukungan terhadap seks bebas.

Akibatnya, album Kamasutra yang berbonus kondom, diharamkan di banyak kawasan di Indonesia seperti di Nusa Tenggara Barat, Riau, Palembang, Balikpapan dan Bengkulu.

Mamamia...

Miley Cyruss, dulu dan sekarang

Imej Miley ketika mula mula muncul dalam Hannah Montana, baik bukan,


Imej Miley Cyruss kebelakangan ini, nakal dan liar kan?


Apa sudah jadi dengan bintang Hollywood, Miley Cyrus?

Ketika mula mula dikenali dulu dengan siri TV Hannah Montana, Miley Cyrus amat bersopan dan diminati di kalangan remaja dan kanak kanak dengan gaya lakonannya dan gaya berpekaiannya di luar.

Namun entah mengapa, sejak dia membesar, Miley Cyrus kian suka berpakaian singkat dan semakin lama semakin mahu menelanjangkan dirinya di khalayak ramai.

Sebagai contoh persembahan livenya di anugerah American Music Award dan penerbitan klip video dimana Miley Cyrus berpakaian separuh bogel yang mengejutkan banyak pihak.

Hmm mungkinkah ini hormon tumbesaran remaja Amerika? Entahlah.

APMM TAWAU PATAHKAN PENYELUDUPAN TONG GAS

Sumber : APMM Tawau

TAWAU, 25 Mac 2014 – Agensi Penguatkuasaan Maritim Malaysia (APMM) baru- baru ini telah berjaya menahan sebuah bot jongkong yang disyaki telah melakukan kesalahan di kawasan perairan Tawau pada 24 Mac 2014 lebih kurang jam 10 malam kelmarin.

2. Ketua Penguatkuasa Maritim Daerah (KPMD), Kepten Maritim Anor bin Hj Jaafar berkata, bot jongkong tersebut yang bergerak dari kampung Titingan, Tawau itu telah ditahan dan pemeriksaan mendapati juragan berumur 57 tahun merupakan warganegara Malaysia dan seorang awak- awak warganegara jiran hanya mengemukakan dokumen pengenalan pelaut untuk warga asing. Dokumen muatan yang ditunjukkan juga meragukan pihak APMM iaitu muatan lebih kurang 140 tong gas berisi penuh yang disyaki untuk dibawa masuk ke Pulau Sebatik melalui kampung Sungai Melayu adalah tidak sama seperti yang dinyatakan di dalam dokumen.

3. Bot jongkong, juragan, awak- awak dan kesemua muatan telah ditahan kerana disyaki melakukan kesalahan di bawah Akta Imigresen 1959/63 dan Akta Kawalan Bekalan 1961 dan dibawa masuk ke jeti APMM Tawau untuk siasatan lanjut oleh Pegawai Penyiasat APMM.

4. APMM akan terus menjalankan tugas-tugas penguatkuasaan di perairan Sabah khususnya perairan Tawau bagi menyekat kegiatan penyeludupan daripada terus berlaku. APMM turut berharap orang ramai dapat menjadi mata dan telinga supaya kegiatan ini dapat diatasi. Sebarang maklumat mengenai kegiatan penyeludupan boleh menghubungi talian Hotline APMM Tawau di talian 089-752116 (Faks) / 089-752115 (Bilik Gerakan).

PELANTIKAN DUTA BESAR MALAYSIA YANG BARU KE AMERIKA SYARIKAT, DATUK DR AWANG ADEK HUSSIN

PELANTIKAN DUTA BESAR MALAYSIA YANG BARU KE AMERIKA SYARIKAT

Kerajaan Malaysia telah melantik YBhg. Datuk Dr. Awang Adek Bin Hussin sebagai Duta Besar Malaysia yang baru ke Amerika Syarikat (AS). Datuk Dr. Awang Adek, 59 tahun, telah menerima Watikah Pelantikan daripada Seri Paduka Baginda Yang di-Pertuan Agong Tuanku Abdul Halim Mu'adzam Shah di Istana Negara pada hari Isnin, 31 Mac 2014.

Beliau yang merupakan bekas Timbalan Menteri Kewangan dan Timbalan Menteri Kemajuan Luar Bandar dan Wilayah memperolehi Ijazah Sarjana Muda (Matematik dan Ekonomi) dari Drew University, AS. Beliau juga memegang Ijazah Sarjana (Ekonomi) dan Doktor Falsafah (Ekonomi) dari Wharton School, University of Pennsylvania, AS.

Datuk Dr. Awang Adek memulakan kerjaya sebagai pensyarah ekonomi di Universiti Sains Malaysia pada tahun 1983. Beliau juga pernah memegang beberapa jawatan di Bank Negara Malaysia sebelum dilantik ke jawatan Penolong Gabenor dari tahun 1996 hingga 2001. Setelah berkhidmat sebagai Timbalan Menteri Kewangan dari tahun 2006 hingga 2009, Datuk Dr. Awang Adek telah dilantik sebagai Senator dari tahun 2012 hingga 2013.

Sebelumini duta Malaysia ke Amerika SYarikat ialah Ahli Parlimen Rompin, Datuk Dr Jamaludin Jarjis atau jj.

Selamat Maju Jaya kepada Datuk Dr Awang Adek Hussin.

APPOINTMENT OF THE NEW AMBASSADOR OF MALAYSIA TO THE UNITED STATES OF AMERICA, DATUK DR AWANG ADEK HUSSIN

APPOINTMENT OF THE NEW AMBASSADOR OF MALAYSIA TO THE UNITED STATES OF AMERICA


The Government of Malaysia has appointed YBhg. Datuk Dr. Awang Adek bin Hussin as the new Ambassador of Malaysia to the United States of America (USA). Datuk Dr. Awang Adek, 59, received his Letter of Appointment from Seri Paduka Baginda Yang di-Pertuan Agong Tuanku Abdul Halim Mu'adzam Shah in a ceremony on Monday, 31 March 2014 at Istana Negara.

The former Deputy Minister of Finance and Deputy Minister of Rural and Regional Development holds a Bachelor of Arts (Cum Laude) in Mathematics and Economics from Drew University, USA. He obtained his Masters of Arts in Economics and Doctorate in Economics from Wharton School, University of Pennsylvania, USA. Datuk Dr. Awang Adek started his career as a lecturer in Economics at Universiti Sains Malaysia in 1983. He has held various positions in Bank Negara Malaysia before being promoted to the post of Assistant Governor from 1996 to 2001. After his appointment as the Deputy Minister of Finance from 2006 until 2009, Datuk Dr. Awang Adek was appointed as a Senator from 2012 to 2013.

All the best Awang Adek.

APMM Tawau tahan 19 nelayan warga asing

19 NELAYAN WARGANEGARA JIRAN DITAHAN APMM TAWAU

Sumber : APMM Tawau

TAWAU, 30 Mac 2014 – Agensi Penguatkuasaan Maritim Malaysia (APMM) telah menahan sebuah bot nelayan pukat lengkong yang berdaftar dengan Jabatan Pelabuhan dan Dermaga Sabah di timur laut Batuan Tangan, perairan Tawau pada 30 Mac 2014 lebih kurang jam 2.30 petang kelmarin.

2. Ketua Penguatkuasa Maritim Daerah (KPMD), Kepten Maritim Anor bin Hj Jaafar berkata, 18 warga asing dalam lingkungan 16 – 52 tahun dan seorang awak- awak di percayai warganegara Malaysia berumur 24 tahun telah ditahan untuk pengesahan dokumen diri manakala yang lain kerana gagal mengemukakan sebarang dokumen pengenalan diri yang sah.

3. "Menurut KPMD, juragan dan kesemua awak-awak ditahan untuk siasatan lanjut kerana disyaki melakukan kesalahan di bawah Akta Imigresen 1959/63 manakala salah seorang awak- awak yang mengemukakan Mykad akan disiasat untuk pengesahan dokumen pengenalannya,” jelasnya.

4. ”APMM akan terus menjalankan pemantauan bagi menyekat sebarang bentuk kegiatan jenayah untuk memastikan perairan Sabah selamat dan terkawal. Orang ramai diminta memberi kerjasama dengan menyalurkan maklumat bagi sebrang aktiviti yang mencurigakan berlaku di perairan Sabah khasnya Tawau menerusi talian 999 atau hotline APMM Daerah maritim Tawau 089-752 115.

Will MH370 ever be found??

An excellent article from Wired.com



The southern Indian Ocean is a vast, desolate and hostile place churned by relentless currents and vicious storms. It is rarely traversed by air or sea, and anything lost there may never be found. That includes Malaysia Airlines Flight 370.

But those scouring a remote swath of ocean west of Australia received tantalizing clues this week, including new radar data about the plane’s velocity. The data, gleaned from radar between the South China Sea and the Strait of Malacca, suggests MH370 was traveling faster than previously believed, the Australian Maritime Safety Authority said. That means it would have run out of fuel sooner. The agency called this new information “the most credible lead to where debris may be located.” 1

The new lead prompted a sudden change in focus to an area 685 miles northeast of where everyone had been searching. They’d spent much of the week scouring an area 1,600 miles west of Perth, Australia, after satellite images taken Sunday by Airbus Defence and Space and Monday by Thailand’s Geo-Informatics Space Technology Development Agency revealed what might be a debris field.

The shift to yet another area underscores just how perplexing the search has been, and how investigators have been frustrated in their quest for answers. None of the aircraft or ships in the region have found anything of note, and the photos may reveal nothing more than whitecaps or the flotsam so often found at sea.

With little else to go on, investigators have so far relied upon the scant satellite and radar communication the plane had after going dark 90 minutes into its March 8 flight to Beijing with 239 people aboard. Finding a debris field would be akin to a homicide detective locating a body, allowing investigators to begin piecing together, literally and figuratively, what happened.

“Until they find debris,” said Dr. Vernon Grose, a former investigator with the National Transportation Safety Board, “they’re spending all that money on this, and it’s totally useless.”

Investigating an aviation disaster is exponentially more difficult when it happens at sea, and harder still when working in an area Australian Prime Minister Tony Abbott called “as close to nowhere as it’s possible to be.” The search area targeted earlier this week covered 30,200 square miles — an area about the size of South Carolina — in water that plunges to 14,000 feet.

Eleven aircraft and six ships from four countries spent the week searched a region so remote that vessels traversing it can go weeks without seeing another ship. When Australian rescue authorities called for merchant ships in the area to join the search, the closest of them, the automobile transport vessel Höegh St. Petersburg, was two days away. Reaching the search site by air took four hours.

Even Air France Flight 477, which went down about 650 miles off the coast of Brazil with 228 people aboard in 2009, didn’t pose so great a challenge. Authorities knew the Airbus A330’s location four minutes before it hit the water, and they had some idea of what happened even before finding the black box data recorder and the bulk of the airframe two years later.
A map, released by the Malaysian Remote Sensing Agency, showing the approximate position of floating objects in the Indian Ocean.

A map, released by the Malaysian Remote Sensing Agency, showing the approximate position of floating objects in the Indian Ocean.

Grasping at Straws

In this case, Malaysian transport officials–joined by experts from the NTSB, the U.S. Navy, Boeing and others–have only the scantest details to go on. Without debris, never mind the data and voice recorders, investigating the plane’s disappearance is a bit like trying to find a missing person with only a handful of voicemails left over several days and hundreds of miles.

“With any mishap where you’re lacking empirical data, you’re just grasping at straws,” said retired Col. J.F. Joseph, a former Marine Corps pilot and aviation consultant.

The three primary goals of any aviation accident inquiry are determining what happened, how it happened, and why it happened. Until the first question is answered, little headway is made on the others. If investigators don’t have wreckage and conclusive data, they can do little more than make educated guesses.

“Without physical evidence, and a reasonable amount of it, there are going to be a lot of loose ends,” said Don Knutson, an aircraft accident investigator. “Enough loose ends where there is going to be a very inconclusive finding.”

Once the debris is found–and aviation experts remain optimistic at least some will be–ships will carefully collect it, tag it, and bring it to a warehouse or hangar, most likely in Australia.

The lightest, most buoyant pieces, such as seat cushions, sections of the fuselage, and the like, most likely will float or eventually wash up somewhere. Heavier parts like landing gear, engines, and large sections of airframe will sink, more or less directly below the point at which they hit the water. Locating a debris field will further focus the search area for these key components, and authorities almost certainly will, as they did with Air France 447, rely upon remotely operated submersibles to comb the sea floor. This will be particularly challenging, as the southern Indian Ocean has a volcanic and rugged floor and some of the deepest water in the world. It also is a brutally violent place, rocked by some of the most severe weather on Earth.

Before retrieving anything, recovery personnel will be briefed by Boeing, Rolls-Royce (which manufactured the engines), and others on how to pull up major components and minimize the risk of further damaging them. Once those parts are aboard recovery vessels, they will be treated with solvents to arrest the rapid corrosion that comes with submersion in salt water.

In many ways, aircraft crash reconstruction is like the world’s most complicated jigsaw puzzle, with half the parts missing. Everything that can be collected will be carefully reassembled to reconstruct the airplane as thoroughly as possible. This proved vital in the investigation of TWA Flight 800, which crashed off the coast of New York’s Long Island in 1996. Some eyewitness reports suggested it was brought down by a missile. But careful collection and assembly of the wreckage led investigators to conclude that an electrical problem in a fuel tank led to an explosion.

Metallurgists, engineers, and other experts will examine the debris in minute detail. They will be joined by evidence recovery teams and criminal investigators until foul play is ruled out.

Close examination of wreckage will provide key insights. Scorching or soot suggest a fire. The manner in which debris is torn, bent, or otherwise damaged can indicate whether the plane blew apart, broke up at altitude, or hit the water. If evidence points toward an explosion, experts will determine whether the blast was subsonic, suggesting the failure of something like a fuel tank, or supersonic, suggesting a bomb or missile. If wreckage indicates the plane hit the water, it also would suggest the angle and velocity of the impact. An examination of the cabin and cockpit could provide additional clues–if, for example, the oxygen masks were deployed. Individual components will be closely scrutinized for similar clues, and theories tested against identical parts.

Forensic pathologists, odontologists, anthropologists, and fingerprint experts will of course attempt to identify any bodies recovered from the sea and examine them for further clues. Burns and smoke inhalation suggest a fire, for example, and the nature of physical trauma would indicate the force with which the plane hit the water.
A Relentless Search for the Black Box

For all it can tell us about what happened to MH370, physical evidence can’t do much to explain why it happened and how the plane wound up thousands of miles off course. To answer that riddle, investigators must find the black box flight data and cockpit voice recorders. These two items, each a little larger than a shoebox, will be the focus of a relentless search. Investigators spent more than two years combing the sea floor for the black box Air France 447 before finding it 13,000 feet down.

The black box, which is actually orange, records at least 88 flight parameters–including airspeed, heading, attitude, altitude, autopilot engagement, and the position of various flight control surfaces–on a continuous loop for at least 25 hours. Recovering the black box and analyzing the data would allow investigators to recreate the flight in a simulator.

A modern cockpit voice recorder generally runs on a two-hour loop to log an incident in real-time. However, because Air Flight 370 might have flown for hours without any input from the pilot, there may be little recorded beyond the sound of the airplane’s last moments.

To aid the search for these vital components, the United States has dispatched a Bluefin-21 autonomous submarine that can dive to 14,763 feet and the the U.S. Navy’s Towed Pinger Locator 25, a hydrophone that can detect the telltale ping of a black box to a depth of 20,000 feet.

“I’m optimistic that they’ll find something,” Knutson said.

Still, it is a race against time. Locating the devices will only grow harder as the current scatters debris ever further and the electronic beacon affixed to the recorders eventually run out of power, which is expected to happen around April 7. The search will go on, as long as necessary, but will only grow more difficult.

Solving the mystery of Flight 370 will be a long, slow and expensive process. The investigation into Air France 447 took three years and cost hundreds of millions of dollars; the TWA Flight 800 inquiry was no less intensive.

But aviation experts said it is imperative that we learn as much as possible about what happened, both for the families of those who died and for everyone who flies. There is a common refrain in aviation that the rules are written in blood. Every rule and regulation, every policy and procedure exists because someone was injured or killed.

“There’s some good that will come out of it,” Knutson said.

Lets pray for MH370 and all those onboard and all their family members.

MH370, isu samada Ahmad Jauhari Yahya perlu letak jawatan CEO MAS? Hanya Jauhari yang mengenal manikam

Hanya Jauhari yang mengenal Manikam. Dalam kamus berbahasa Melayu, JAUHARI membawa makna Pakar/Tukang Permata atau bijak pandai (Genius) dalam batu permata. Sementara MANIKAM (diambil daripada bahasa Tamil; MANICKAM) pula membawa makna Batu Permata (GEM).
Jadi, peribahasa HANYA JAUHARI SAJA YANG MENGENAL MANIKAM membawa makna lebih kurang begini: Hanya mereka yang arif dan pakar saja yang mengetahui akan pekerjaan yang mereka lakukan dalam bidang masing-masing. Selain usaha mencari #MH370, persoalan lain yang berlegar di kalangan orang ramai ialah mengenai soal perlukah Ahmad Jauhari Yahya letak jawatan sebagai CEO MAS, Hanya Ahmad Jauhari atau AJ saja yang layak menentukan apa langkah terbaiknya selepas ini. Saya tengok ada banyak pendapat di laman sosial termasuk FB..dan di luar sana pun orang hangat memperkatakan ini...ada yg setuju ada yg tak dengan alasan masing2... kalau saya tak silap sebelum kes MH370 ni pun ada suara mahu AJ letak jawatan kerana prestasi kewangan MAS yg tak memuaskan.... biarlah AJ sendiri buat keputusan nak stay ke tak. Yang benar adalah fakta di jepun...pasti CEO nya sudah letak jawatan jikalau berlaku hal2 sebegini...bukan sahaja Ceo malahan banyak Perdana Menteri Jepun dan menteri kabinetnya letak jawatan jika ada berlaku sesatu... dan zaman dulu2 bukan sahaja letak jawatan tapi dia akan melakukan "Harakiri" iaitu bunuh diri....kalau pasukan bolasepak selalu kalah, yg jadi mangsa ialah pengurusnya kena letak jawatan atau kena fire...meskipun pengurus sudah bagi arahan pemain harus lakukan itu dan ini utk menjaringkan gol namun kalah juga...patut yg salah pemain tapi coach kena letak jawatan... benar jepun lain malaysia lain tapi jepun lebih maju dari Malaysia..tahun 1945 Jepun musnah dibom termasuk 2 bom atom di Hiroshima dan Nagasaki tapi kurang 20 tahun selepas itu pada 1964, Jepun sudah menjadi hos sukan olimpik.. Jepun membina negaranya dengan cepat sebab budaya jepun ni ada kelebihan tersendiri dan ada yg boleh dicontohi malaysia spt pandang ke timur, cekap, berdisiplin menepati masa dan perlu ikut letak jawatan?? budaya Jepun juga unik, meskipun ada pengaruh barat spt pornografi dibenarkan, namun cara kerja mereka amat hebat....sehingga menjadi negara kuasa ekonomi dunia... Sekali lagi saya ulangi, Hanya Jauhari yang mengenal Manikam,. apapun moga pesawat ditemui segera..sekadar pendapat saya..

http://www.utusan.com.my/utusan/Dalam_Negeri/20140327/dn_14/Tak-setuju-Ahmad-Jauhari-letak-jawatan

5 insiden pesawat di Malaysia selepas kehilangan MH370

Selepas insiden pesawat MAS MH370 yang lenyap di Lautan Hindi pada 8 Mac lalu, ada saja berlaku kepada pesawat Malaysia. 5 kejadian itu berlaku antara 19 Mac 2014 hingga tadi pagi 26 Mac 2014, seperti berikut :

19 Mac 2014, sebuah pesawat terbang murah dalam penerbangan ke Miri dari Kota Kinabalu dikatakan berpatah balik ke Kota Kinabalu selepas sebuah pintu pesawat dikesan menghadapi masalah teknikal di ruang udara Kimanis. Perkara ini dimaklumkan kepada saya oleh isteri seorang penumpang, kakitangan RTM KK..

21 Mac 2014, Pesawat MAS MH114 membawa 180 penumpang dari Kuala Lumpur, melanggar sekumpulan burung di Kathmandu Nepal pada 21 Mac 2014 ketika pesawat hendak mendarat. Pesawat hanya mengalami kerosakan kecil iaitu "aircraft's landing light lens cover was broken."

23 Mac 2014, Pesawat Airbus MAS MH006 membawa 271 penumpang dalam perjalanan ke Incheon, Korea, terpaksa melencong dan mendarat di Hong Kong selepas satu daripada generatornya menghadapi masalah.

24 Mac 2014, pesawat Malindo Air terpaksa balik ke Kota Kinabalu setelah sistem penghawa dinginnya menghadapi masalah. Perkara ini diceritakan kepasda saya oleh seorang penumpang, Berikut kata katanya dalam fb saya:
"tadi pagi 11.30 setelah belayar lebih kurang 1 jam di atas pesawat malindo...tiba 2 udara panas membara rupaya aircon rosak dan terpaksa return back to kk...macam 2 hal berlaku atas kapal kita nie bro.....bikin panas rusak busness...
"Banar baa.....anak2 lah yg paling cemas dan tidak mau sudah naik kapal...betul2 menyusahkan...syukurlah semua selamat...
"yaa...bro ramai kawan2 yg bslik rumah terus sama anak2 yg dalam ketakutan...harap2diorang kena ambil tindakan...."

Pagi tadi, hari ini Rabu 26 Mac 2014, Pesawat Malindo Air ke Terengganu berpatah balik ke Subang pagi tadi selepas sistem pengesan kebakaran beri amaran ketika pesawat berada 7000 kaki di udara. Antara penumpangnya, pasukan bolasepak liga super Terengganu.

Teori Konspirasi paling hangat diperkatakan mengenai kehilangan MH370

Sejak kehilangan misteri penerbangan Malaysia MH370 pada 8 Mac 2014 lalu, pelbagai teori konspirasi hangat diperbualkan samada oleh media antarabangsa, tempatan mahupun orang perseorangan. ANtaranya teori pesawat terbakar, juruterbang membunuh diri, ada pengganas, pesawat masuk ke dalam Black Hole dan macam macam lagi. Ini Teori yang hangat diperkatakan ketika ini mengatakan pesawat sebesar Boeing 777 itu sebenarnya dikawal pesawat AWACS kerana kepentingan kargo dan penumpangnya. Silalah membaca :


BONGKAR !!! Terdapat 5 agen Amerika dan Israel yang matikan transponder pesawat MH370?? | Adakah anda pernah mendengar teori konspirasi mengenai kehilangan MH 370? Perkara ini berlaku seperti ini:

Amerika telah keluar daripada Afghanistan, salah satu sistem kawal dan perintah (command and control system - CNC) mereka (yang digunakan untuk mengawal Drone tanpa pemandu) telah dirampas oleh Taliban ketika konvoi pengangkutan Amerika sedang bergerak ke bawah dari salah satu pangkalan di atas bukit. Taliban menyerang hendap konvoi tersebut dan membunuh 2 kakitangan Navy Seal Amerika, merampas peralatan/senjata, termasuk CNC yang beratnya 20 tan dan dimasukkan ke dalam enam peti. Peristiwa ini berlaku lebih kurang sebulan yang lalu pada Februari 2014. Tiada liputan dalam peristiwa ini. (http://america.aljazeera.com/articles/2014/2/23/taliban-ambush-killsscoresofafghantroops.html.)

Apa yang Taliban mahu ialah wang. Mereka mahu menjual sistem CNC tersebut kepada Rusia atau China. Rusia terlalu sibuk dengan urusan di Ukraine. China pula amat dahagakan teknologi sistem ini. Bayangkan jika China dapat menguasai teknologi di belakang sistem CNC ini, semua Drone Amerika akan tidak berguna lagi. Oleh itu China telah menghantar lapan saintis pakar pertahanan mereka untuk memeriksa sistem yang dirampas tersebut dan bersetuju untuk membayar jutaan dollar untuk itu.

Sekitar awal Mac 2014, lapan saintis China tersebut bersama 6 peti melakukan perjalanan mereka ke Malaysia, dengan berpendapat laluan ini adalah yang terbaik untuk mengelakkan dari dikesan. Kargo ini kemudian disimpan dalam Kedutaan China di bawah perlindungan diplomatik. Sementara itu, Amerika dengan bantuan perisikan Israel, bersama-sama merangka pelan untuk memintas dan menawan semula kargo tersebut.

China berfikiran adalah lebih selamat untuk mengangkut kargo tersebut menggunakan pesawat awam untuk mengelakkan syak wasangka. Lagipun penerbangan terus dari KL ke Beijing mengambil masa hanya 4 jam setengah, dan Amerika dipercayai tidak akan merampas atau memudaratkan pesawat awam itu. Jadi MH370 adalah pilihan yang terbaik.

Terdapat 5 agen Amerika dan Israel, yang sudah biasa dengan operasi Boeing 777 di dalam pesawat ini. 2 warga "Iran" dengan pasport curi kemungkinan diantaranya.

Sebaik sahaja MH370 meninggalkan ruang udara Malaysia dan melapor diri kepada kawalan udara Vietnam, satu pesawat AWACS Amerika telah menyekat isyarat komunikasi mereka (jammed the signal), mematikan sistem kawalan juruterbang dan menukar kawalan kepada mod kawalan jauh (remote control). Pada ketika itu pesawat hilang ketinggian secara tiba-tiba untuk seketika.

Bagaimana AWACS boleh melakukannya? Ingat peristiwa 911? Selepas peristiwa itu, semua pesawat Boeing (Airbus dan mungkin semua) dipasang dengan sistem kawalan jauh untuk menentang rampasan pesawat oleh pengganas. Sejak itu semua Boeing boleh terbang dengan kawalan jauh oleh menara kawalan di daratan. Sistem kawalan jauh yang sama digunakan untuk mengawal pesawat pengintip tanpa pemandu dan Drone.

Seterusnya, 5 agen Amerika dan Israel mengambil alih kawalan pesawat, mematikan transponder dan sistem komunikasi yang lain, mengubah laluan dan terbang ke arah barat. Mereka tidak terbang timur, ke Filipina atau Guam kerana Laut China Selatan dan keseluruhan ruang udaranya diawasi sepenuhnya oleh radar dan satelit pengawasan China.

Radar tentera Malaysia, Thailand dan India sebenarnya telah mengesan pesawat yang tidak dikenali itu tetapi seperti dijangka mereka bertindak balas secara tidak profesional.

Pesawat itu kemudian terbang ke atas Sumatra Utara, Anambas, India Selatan dan kemudian mendarat di Maldives (beberapa penduduk kampung menyaksikan pendaratan pesawat), mengisi minyak dan meneruskan penerbangannya ke Deigo Garcia, Pangkalan Udara Amerika di tengah-tengah Lautan Hindi. Sebaik mendarat, kargo dikeluarkan dan kotak hitam ditanggalkan. Penumpang disenyapkan (dibunuh) melalui kaedah secara semula jadi, iaitu kekurangan oksigen. Mereka percaya hanya orang mati sahaja yang tidak akan membocorkan rahsia. Pesawat MH370 dengan penumpang yang sudah mati sekali lagi berlepas dan diterbangkan dengan kawalan jauh menuju selatan Lautan Hindi, untuk menjadikan orang percaya bahawa pesawat kehabisan minyak dan akhirnya terhempas ke lautan, dengan menyalahkan kapten dan pembantu juruterbang yang degil.

Amerika telah melakukan persembahan yang baik. Pertama, mereka mengalihkan semua perhatian dan usaha carian di Laut China Selatan padahal MH370 terbang ke arah barat ke Lautan Hindi. Kemudian mereka dengan bantuan media-media mereka telah mengeluarkan kenyataan-kenyataan yang bercanggah dan bukti-bukti untuk mengelirukan dunia. Australia memainkan peranan sebagai pembantu pelakon.

Jika dilihat usaha yang dibuat oleh China, dari segi bilangan pesawat carian, kapal dan satelit, mula-mula mencari di Laut China Selatan, kemudian di Selat Melaka dan Lautan Hindi, ini agak luar biasa. Ini menunjukkan bahawa China amat prihatin, bukan kerana ramainya penumpang awam China, tetapi lebih kepada nilai tinggi kandungan pesawat dan nyawa lapan ahli-ahli sains pertahanannya.

Jangan percaya cerita? Saya tidak mengharapkan anda untuk mempercayai tetapi mari kita tunggu dan lihat bagaimana episod ini mendedahkan diri akhirnya nanti. Atau mungkin ia tidak akan berlaku sehingga kemunculan Snowden (Edward Snowden – pakar komputer US, bekas kakitangan CIA yang berpaling tadah dan mendedahkan pelbagai program dan dokumen rahsia US)

Flight 370: When facts are few, imaginations run wild - CNN

(CNN) -- Malaysia Airlines Flight 370, a Boeing 777 on the way from Kuala Lumpur to Beijing, simply vanished from the sky on March 8. In the two weeks since, the mystery of what happened to its 227 passengers and 12 crew members has set off a frenzy of speculation and conspiracy theory hatching.

It was a rogue pilot. Or was it a hero pilot? Terrorists took over the plane. Or were they air pirates? Space aliens? Maybe the crew flew the plane into Pakistan. Or a black hole? Somebody shot it down. Aha! We can't see the plane because it's invisible! No, it's a sign from God that the Rapture is coming! The Illuminati are behind this! And last but not, least here's that old Internet standby so popular among conservative conspiracy theorists: It's Obama's fault.

Pop-culture aficionados have weighed in, too, with comparisons to the television series "Lost" and "Fantasy Island." Singer Courtney Love went to her Facebook fan page and posted a helpful map drawn on a satellite photo; she said it showed the wreckage in the waters near the island of Palau Perak.

And YouTube commenters suggested that Pitbull and Shakira might have foreseen the trouble, pointing to their 2012 song "Get it Started." They ponder this lyric: "Now it's off to Malaysia," Pitbull sings, "Two passports, three cities, two countries, one day."

Hmmmm.

Outlandish as some of these theories sound, they are so much more comforting than the truth. The truth is unfathomable. The truth is, we just don't know. We can't know yet and we might never know. Highly trained professionals can't figure it out, even with all their satellites and radar and pingy things. Think people don't just disappear from the sky? Tell that to folks who have spent a lifetime trying to figure out what happened to Amelia Earhart or D.B. Cooper.
Photos: The search for Malaysia Airlines Flight 370 Photos: The search for Malaysia Airlines Flight 370
China releases image of floating object
Here are the theories surrounding MH370

The search for missing Malaysia Airlines Flight 370 "is going to be a long haul," Malaysia's acting transportation minister, Hishammuddin Hussein, said on Friday. "The focus is to reduce the area of search." Right now, it follows two possible flight paths: One arcs over parts of Cambodia, Laos, China and Kazakhstan, and the other over the Indian Ocean. No signs of the plane or a crash site have been spotted on land. And one official compared searching the ocean for the plane to "looking for a needle in a stack of needles."

History's most confounding mysteries

Searchers and investigators from two dozen countries have pitched in but are left scratching their heads. They're checking data from satellites, running passenger background checks, dispatching ships and flying planes low over thousands of square miles of ocean, looking for a speck of something, anything, among all that rolling blue and gray. The aerial searchers are doing it the old-fashioned way, by peering out the window.

The most promising development has focused on a possible debris sighting in a remote spot in the Indian Ocean more than 1,400 miles southwest of Perth, Australia. That's roughly 6,000 miles from where Flight 370 should have landed. It takes so long to get there and back, the aerial crews can only search the vast open ocean for a two hours at a stretch. China and Japan are dispatching ships, but it will take them several days to get there. A Norwegian commercial ship that was already in the area is looking for signs of survivors. Other merchant ships are on their way, and these are practically uncharted waters.

Australian Prime Minister Tony Abbott acknowledged the debris sighting is a long shot. It could just be garbage or "a container that has fallen off a ship," he said. "We just don't know."

But people really hate not knowing such things. Mysteries drive them bonkers. And so, legions of armchair detectives have taken to the Internet to fill in the gaps. As a result, the line between fact and fiction has become a bit blurry.
What happens next in Indian Ocean?

First, the known facts: The plane took off at Kuala Lumpur International Airport at 12:41 a.m. on March 8. The co-pilot acknowledged a message from ground control at 1:19 a.m., saying, "All right, good night." That was the last time anybody heard a human voice coming from Flight 370.

Two minutes later, somebody or something shut down the transponder, which signals the plane's identity, altitude and speed to other aircraft and to monitors on the ground. It disappeared within a minute after that from Thai military radar, and moments later an unidentified plane popped up. It flew in the opposite direction, following a course nothing like Flight 370's course.

Within two hours, the plane was hundreds of miles off course. At about 2:15 a.m., it ascended to 45,000 feet -- higher than any 777 should fly -- then dropped in uneven increments to 23,000 feet, the New York Times reported, citing Malaysian military radar. Some experts, however, cast doubt on the accuracy of these radar readings.

The mystery plane, which officials believe was indeed Flight 370, is thought to have continued flying far off course well after it should have landed in Beijing. Satellites tracked it to somewhere over the Indian Ocean. Although nobody on the plane responded to the satellite's inquiries, an automated satellite system on the plane did emit signals; the exchanges are known as "handshakes." The last one was received at 8:11 a.m.

And then, silence.
Suicide fears as families wait

Those are the facts as we now know them. Anything more is theory, speculation -- or pure fantasy. Some scenarios are more plausible than others; some have been debunked, and others have not.

The latest in expert speculation

A few other, sketchier facts have emerged. Some are not yet confirmed, while the significance of others is not yet clear. The plane's pilot, Capt. Zaharie Ahmad Shah, reportedly placed a cell phone call eight minutes before takeoff. We don't know yet to whom or what was discussed. He practiced on a flight simulator at home, and some of the data were erased, things which on their own are not particularly alarming. There could be an innocent explanation.

The flight simulator could hold valuable clues, as could the crew members' computers. The simulator's hard drive is being analyzed by the FBI, which is confident it can recover some of the deleted files. The FBI is also helping Malaysian authorities analyze crew members' computer hard drives and social media activity.

Malaysian authorities are convinced that someone deliberately altered the plane's flight path, steering Fight 370 far off course, about 12 minutes before the last communication with ground control at 1:19 a.m. They just don't know who -- or why.

The search for clues has investigators checking into the backgrounds of everyone on board that plane. And it has fed several of the major working theories, some more plausible than others.

Rogue flight crew? Capt. Zaharie, 53, has been flying for Malaysia Airlines since 1981, and his 27-year-old co-pilot, Fariq Abdul Hamid, just started flying a 777. The plane's transponder stopped signaling its location to air-traffic controllers and other planes at an oddly opportune moment -- just as it left Malaysian air control.
Could this ocean robot help find missing plane?

The transponder abruptly shut down and the plane made a sharp westward turn and appears to have kept flying for another seven hours. The plane should have appeared in Vietnam's airspace en route to Beijing, but Vietnam never heard from Flight 370. It took Thailand 10 days to acknowledge that it had tracked an unidentified plane, now assumed to be Flight 370, traveling through its airspace early on the morning of March 8.

The idea of pilots using a plane to commit suicide and mass murder is horrific, but not unprecedented. A SilkAir crash in 1997 and an EgyptAir crash in 1999 are both believed to have been the result of deliberate actions taken by pilots. Right now there is scant evidence to support this theory -- or to discount it. Searches of the pilot's flight simulator and computer hard drive may shed light.

Terrorism? In a post-9/11 world, terrorism is the first scenario that jumps to mind when things go wrong. The fact that two Iranian passengers, young men ages 18 and 28, boarded with stolen passports at first made this theory seem to be a slam-dunk. And then it was debunked.

It turns out the Iranians had no ties to any terror groups and were trying to sneak into Europe via China, not blow up the plane. No group claimed credit, and investigators weren't picking up the usual chatter. It is still possible that the passengers and crew succeeded in fighting off a terrorist takeover by someone or some group and that no one survived to fly or land the plane. Still, authorities say intelligence experts would have expected to hear some chatter about it and they haven't.

Catastrophic event? Had a bomb gone off, or the plane succumbed to engine failure, the transponder probably would have stayed on, and the debris field would have been easy to find. Pieces of the falling plane would have been visible on radar, aviation experts have said. A fire or smoke in the cabin has been suggested as the reason why nobody tried to use cell phones to call for help. This theory by pilot Chris Goodfellow gained traction after it was posted last week on Google+, but there are a few holes in it. There was no distress signal, for example. And why would the plane have appeared to keep on flying?

Read Chris Goodfellow's take on Flight 370

The Payne Stewart theory: Whether it was slow or sudden, decompression would have caused loss of oxygen and killed everyone on board. That is what happened on golfer Payne Stewart's chartered Learjet in 1999, which continued to fly on autopilot for four hours before crashing. It would explain the silence from the crew and passengers on board Flight 370, but why didn't the plane continue flying toward Beijing? Why the change in course? And why did it disappear from radar?

The shoot-down theory: Radio host Rush Limbaugh advanced the hostile shoot-down theory a week ago. "I don't know if this is possible," he said, "but let's say it is." He continued, "The jet is flying along and you have a total electronic failure, but the engines keep working. So then the crew says, 'We got to get back home. We got to get back to Kuala Lumpur. We can't fly with no electronics.' It's dark, nighttime. They fly over a bunch of unfriendly countries, and they can't identify themselves, and they're not identified, there are no lights on. There's been a total electronic failure. What if some hostile country flew up there and shot it down, and then discovered their mistake and nobody wants to admit what happened?"
Bill Nye: We will find Flight 370

Sound far-fetched? Civilian aircraft have been shot down before. In 1988, a U.S. Navy warship mistook an Iran Air flight for an attacking fighter jet and shot it down with a missile, killing all 290 passengers and crew. And in September 1983, a Russian fighter jet shot down a Korean Air Lines flight with a U.S. congressman on board. But right now, there is no evidence to support the theory that Flight 370 was brought down by a government entity.

And so, the people looking into what happened to Malaysia Airlines Flight 370 are left with the few tangible details they have. They continue to search for more. If debris is indeed found at the remote site they're searching in the southwest Indian Ocean, and it is determined to be from Flight 370, more sophisticated equipment will be brought in to scan the ocean floor for the plane's flight data recorders.

But don't expect any quick answers. When an Air France jet crashed into the Atlantic back in 2009, it took two years to find the flight data recorders more than two miles underwater.

Two years.

And the authorities knew where that plane went down.

MH370: Britain finds itself at centre of blame game over crucial delays

MH370: Britain finds itself at centre of blame game over crucial delays

By Gordon Rayner, and Nick Collins
Telegraph
24th March 2014

With all hope now lost of finding their loved ones alive, relatives of the 239 people on board flight MH370 were increasingly expressing anger and resentment towards those they believe are to blame for the failure to locate the missing aircraft.

By singling out the UK Air Accidents Investigation Branch and the British satellite firm Inmarsat as the source of the information that confirmed the Boeing 777 went down in the Indian Ocean, Malaysia’s prime minister may have directed part of that anger towards Britain.

The AAIB, working with Inmarsat, provided the only credible information on the Malaysia Airlines flight’s whereabouts, but a series of delays meant ten crucial days were lost before search teams began looking in the southern Indian Ocean, where it now seems certain the aircraft went down.

Inmarsat knew the day after MH370’s disappearance that it was likely to have flown along one of two “corridors” that later became the focus of the investigation, but vital resources were expended on looking in the wrong places because of a seeming breakdown in communications.

Exactly what went wrong, and who was to blame, remained unclear last night, but both the British and Malaysian authorities must brace themselves for a barrage of uncomfortable questions from loved ones of the dead.

The search for MH370 would have been hopeless had it not been fitted with a system called Classic Aero, a type of Aircraft Communications Addressing and Reporting System (ACARS) which transmits data on location, altitude, heading and speed.

ACARS, as we now know, can be turned off manually, via a switch on the ceiling of the cockpit or behind the throttles between the pilot and co-pilot. MH370’s ACARS system was switched off at 1.21am on March 8, two minutes after the pilots’ last verbal communication with the ground. It is this deliberate act that has convinced investigators the pilots were on some form of suicide mission.

But Classic Aero also has a second terminal that operates independently of ACARS and cannot be switched off while the aircraft still has power.

Once every hour the system sends out a “ping” to satellites operated by Inmarsat. The pings play no part in ACARS, and merely serve to synchronise timing information and keep the connection to the satellite network alive.

Missing MH370

Inmarsat, which owns 11 telecommunications satellites, supports the Global Maritime Distress and Safety System free of charge, as a public service, to help locate stricken ships and aircraft.

The day after MH370 disappeared, Inmarsat began calculating the aircraft’s movements based on the hourly pings, which carried on until 8.11am on March 8, meaning the 777 had flown for around six hours after it was last tracked by military radar off the west coast of Thailand.

The pings contain no information about location, heading or speed, meaning the only information Inmarsat had to go on was the wavelength of the pings when they reached its satellite orbiting 22,245 miles above the earth.

Variations in the wavelengths proved that the aircraft was still moving until at least 8.11am. But they did not provide any clues about direction, meaning Inmarsat could only predict that it flew either north or south along two curved “corridors”.

By adding in the aircraft’s expected speed, Inmarsat worked out that the 777 was likely to have come down somewhere at the end of the two arcs.

The firm’s spokesman Chris McLaughlin said: “What we discovered was a correlation with the southerly route and not with the northern route after the final turn that the aircraft made, so we could be as close to certain as anybody could be in that situation that it went south.

“Where we then went was to work out where the last ping was, knowing that the aircraft still had some fuel, but that it would have run out before the next automated ping. We don’t know what speed the aircraft was flying at, but we assumed about 450 knots.”

Inmarsat also refined its prediction by comparing the ping data with pings from previous, normal flights.

The firm’s calculations were based on inexact science, but they quickly predicted the Texas-sized area of the southern Indian Ocean where it is now accepted that the aircraft crashed.

Yet it took until March 18 before rescue teams announced they had narrowed down the search area to the location 2,000 miles west of Perth, where several sightings of debris have been made.

The terrible question now being pondered by relatives is whether anyone might have survived and could have been saved if the message had got through sooner. At the very least, opportunities to locate the aircraft’s wreckage and all-important Black Box data recorders may have been missed.

What caused the delay? Inmarsat initially shared its data with SITA, a Swiss aviation IT company, but for reasons which are not yet clear, Inmarsat’s calculations did not reach the Malaysian investigators until Wednesday, March 12.

Even then, it would be another three days before the Malaysians shared the information with the passengers’ families and the public. And it took a further three days, until Tuesday, March 18, before Australia announced it had narrowed down the search area to a defined patch of the southern Indian Ocean.

Malaysia’s Prime Minister, Najib Razak, is reported to have told his investigators that all raw data had to be corroborated with other agencies before it was released to the public, to avoid the white noise of information and misinformation.

The Malaysian government has also suggested that it took a week to process all of the data it was receiving from multiple international sources and to eliminate red herrings.

According to the New York Times, US investigators tried telling the Malaysians they were looking in the wrong place a week after the aircraft disappeared, but their warnings were not heeded for several days.

France was said to have offered help on March 9 but was ignored for a week before the Malaysians finally agreed to meet experts who took part in the two-year search for the flight data recorders of the Air France jet that crashed into the sea north of Brazil in 2009.

Malaysian officials have also been accused of failing to share all the information from their own systems because they did want to admit weaknesses in their radar and satellite operations.

And while international experts would normally be told within 24 hours about ACARS data the Malaysians withheld it for several days. It was this information that suggested the Boeing 777 was deliberately turned to the west, away from its planned route to Beijing.

The most likely explanation for the delays appears to be distrust between Malaysia and the other countries involved in the search operation.

Mr Najib has said that his country “shared information in real time with authorities who have the necessary experience to interpret the data”.

The Chinese government begged to differ, asking Kuala Lumpur to provide “more detailed information in its possession, including third-party information, in a timely, accurate and comprehensive manner”.

While the arguments went on, British and US intelligence agencies were gathering military and civilian satellite images to analyse them for possible debris. Images of two pieces of suspected debris were captured by an American satellite on March 16, but it was a further three days before the centralised analysis centre in the UK reviewed them. This was blamed on the “significant volume of imagery it was handling”.

On March 19, Malaysia Airlines told SITA to use the AAIB as the main analyst of the Inmarsat data. The AAIB, part of the Department for Transport, passed on its own interpretation to Malaysia, but it was not until Sunday, March 23 that a further calculation by Inmarsat convinced the Malaysians of the aircraft’s whereabouts.

Analysts realised that their calculations had not taken into account the geostationary satellite’s very slight movements in relation to the earth. Once that was factored in, the northern corridor was ruled out completely. The calculations were sent off to be checked over the weekend before being passed to Malaysia on Sunday.

The breakthrough led to Mr Najib’s announcement at 10pm local time last night that Inmarsat and the AAIB “have been able to shed more light on MH370’s flight path”.

He said the new analysis showed that the aircraft’s last position was “a remote location, far from any possible landing sites. It is therefore with deep sadness and regret that I must inform you that, according to this new data, flight MH370 ended in the southern Indian Ocean”.

Inmarsat is developing a new system to replace Classic Aero, that will automatically transmit location data, but international bodies have not yet made such a system mandatory.

James Healey-Pratt, a lawyer representing some victims’ families, said: “This Investigation does not compare favourably to that of Air France 447, where the Families felt they received information more accurately and quickly – without the trauma of having to endure an emotional roller coaster of wildly varying theories over the causes.

“Live Streaming Black Box type data is the simple solution.”

Both Inmarsat and the AAIB declined to comment on Malaysia’s handling of the investigation.

Terma teknikal kehilangan pesawat MH370

Menerusi pencarian besar besaran #MH370 sejak dilaporkan hilang pada awal pagi 8 Mac lalu, kita telah mengikuti perkembangan usaha mencari dan menyelamat sejak hari pertama kejadian, Dan beberapa terma baru telah kita ketahui antaranya :

1. Air turn back - istilah pesawat melakukan u turn, lazimnya kalau kereta buat pusingan balik dipanggil uturn, tapi kalau kapal terbang yang u-turn dipanggil Air Turn Back. Bila melakukan air turn back, pilot wajib memaklumkan kepada air control tower, sebab dia berbuat demikian.

2. Transponder - sejenis alat yang menerima dan menghantar isyarat gelombang radio kepada radar sekunder, lalu memberikan identiti pesawat, kelajuan, arah serta ketinggian. Ia set komunikasi kedua pesawat selain sistem komunikasi konvensional pesawat dikenali Aircraft Communications Addressing and Reporting System atau Acars.

3. Radar sekunder - sejenis radar yang boleh mengesan identiti pesawat, kelajuan, ketinggian dan arah menerusi transponder pesawat.

4. radar utama / primary radar - alat pengesan menggunakan gelombang radio yang memberikan isyarat secara memantulkan gelombang radio ke objek, kebiasannya hanya merekodkan kehadiran objek dan arah seperti pesawat dan kapal laut tapi tidak memberikan data terperinci seperti radar sekunder.

5. Ping - bukan milo ping, kopi ping atau teh ping. Ping merujuk kepada isyarat elektronik yang dihantar secara automatik oleh pesawat dan direkodkan satelit. Dalam kes MH370, sistem pesawat yang dicipta oleh Boeing membolehkan pesawat menghantar isyarat ping secara automatik setiap sejam kepada satelit ketika dalam orbit atau penerbangan, meskipun dalam keadaan alat komunikasi pesawat sudah ditutup atau gagal dikesan radar.

6. Inmarsat - sebuah syarikat utama pembekal perkhidmatan satelit mobil global yang beribupejabat di London dan beroperasi sejak 1979. Membekalkan data komunikasi darat, laut dan udara kepada kerajaan dan mana mana pertubuhan. Inmarsat juga ada merekodkan data penerbangan MH370.

7. Diego Garcia - sebuah terumbu karang tropika di tengah tengah Lautan Hindi. Amerika Syarikat mempunyai sebuah pengkalan tentera laut di sana, menempatkan pengkalan udara, serta pengkalan kapal dan kapal selam. Sebelum ini ada kemungkinan MH370 mendarat di Diego Garcia tetapi setelah siasatan dilakukan, perkara itu dinafikan.

8. Mutual Exchange - proses dimana seorang pilot meminta pertukaran tugas / jadual penerbangan dengan pilot lain dan dipersetujui bersama.

9. IGARI, Sebelum ini ada laporan awal kata MH370 hilang dekat IGARI..dulu saya ingat IGARI ni pulau? Hakikat sebenarnya IGARI ialah titik petunjuk pesawat ruang udara di Laut Cina Selatan, berperanan seperti signboard jalanraya. IGARI adalah titik yang perlu anda lalui di lebuhraya udara bagi laluan KL ke utara seperti China dan Jepun. Apabila anda menghampiri IGARI, data mengenai jarak pesawat anda dengan lapangan terbang terdekat dan arahnya atau Bearing sudah disediakan. Contohnya dekat IGARI ada 12 lapangan terbang kecil dan besar yang boleh anda tujui jika berlaku kecemasan termasuklah di Pulau Redang, Kelantan, Terengganu dan Selatan Thailand. Selain IGARI, ada 11 titik lain di sekitar Laut Cina Selatan, antaranya IPRIX, BITOD, IKUMI, TANAM DAN SAMOG. Secara riingkasnya IGARI ini seperti signboard atau papan tanda jalan di tepi jalanraya yang menunjukkan peta laluan destinasi dan berapa jaraknya.

9. Squawk code..kod 4 digit yang boleh disetting oleh pilot pada transponder..kod dari angka 0-7...boleh juga dimasukkan dalam transponder jika berlaku kecemasan spt masalah engin, komunikasi dan pesawat dirampas...contoh kod 7500 dan 7700

Apapun jangan kita putus harapan, terus berdoa untuk #MH370.