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What Really Happened To The MH370? The Malaysian Airliner That Disappeared Into Thin Air

Nearly a decade after the disappearance of the MH370, the case remains unsolved
Nearly a decade after the disappearance of the MH370, the case remains unsolved
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The mysterious disappearance of MH370 has befuddled people across the world for years. It started off small. On March 8, 2014, at 12:42 in the morning, a Malaysian Airlines Boeing 777-200ER departed Kuala Lumpur, turned toward Beijing, and climbed to its scheduled cruising altitude of 35,000 feet. The abbreviation for Malaysian Airlines is MH. The flight’s number was 370, hence the infamous name, MH370. This is something that would be mentioned throughout this article, so take note. Fariq Hamid, the first officer, operated the plane. At the time, he was 27. This was his last training flight before getting his full certification. He received training from the pilot in command, Zaharie Ahmad Shah, a 53-year-old senior captain with Malaysia Airlines. Zaharie was known to be a domineering and sometimes crude man, and Fariq had always been respectful to him in the cockpit.

There were ten Malaysian flight attendants in the cabin. They had 227 people, including 5 kids, to take care of. The majority of the passengers were Chinese, with 38 of the remaining passengers being from Malaysia. The remaining passengers also came from Indonesia, Australia, India, France, the United States, Iran, Ukraine, Canada, New Zealand, the Netherlands, Russia, Taiwan, and Australia. That evening, Captain Zaharie ran the radios while First Officer Fariq piloted the aircraft. The configuration was typical.

The signals from Zaharie, however, were a little strange. He radioed that they had leveled off at 35,000 feet at 1:10 in the morning, which was unnecessary in radar-surveilled airspace where it is customary to report a departing altitude rather than an arriving at one. The jet left Malaysia at 1:08 and began its journey across the South China Sea, toward Vietnam. At 35,000 feet, Zaharie once again reported the plane’s level.

Eleven minutes later, the controller at Kuala Lumpur Center radioed, “Malaysian three-seven-zero, contact Ho Chi Minh one-two-zero-decimal-nine. Good night.” “Good night,” Zaharie said in response. “Malaysian three-seven-zero.”

The broadcast sounded OK, but Zaharie had neglected to read back the frequency as he ought to have. It was the last the world heard from MH370. Ho Chi Minh never received a check-in from the pilots, and no further attempts to reach them were ever successful.

MH370, taking off from Paris in 2011, three years before the disappearance

MH370, taking off from Paris in 2011, three years before the disappearance.

Primary radar relies on straightforward, unprocessed pings from upward objects. Systems for air traffic control employ secondary radar. It relies on a transponder signal, which each aircraft transmits and which carries more detailed information than the main radar, such as the identity and altitude of the aircraft. The sign for MH370’s transponder vanished from Malaysian air traffic control screens five seconds after it entered Vietnamese territory, and the entire aircraft vanished from secondary radar 37 seconds later. It was 39 minutes after takeoff. The Kuala Lumpur controller was preoccupied with other traffic on his screen and was therefore unaware of this occurrence. When he did notice, he assumed that Ho Chi Minh was in control of the aircraft and that it was out of his line of sight.

Meanwhile, the Vietnamese air traffic controllers witnessed MH370 enter their territory before vanishing from radar. They appear to have misread a contractual agreement that stipulated that Ho Chi Minh was to notify Kuala Lumpur right away if an airplane that had been handed off was more than five minutes late checking in. They made numerous unsuccessful attempts to get in touch with the plane. By the time they decided to call Kuala Lumpur, 18 minutes had gone by since MH370 vanished from their radar screens. Incomprehension and perplexity followed. Within an hour after the disappearance, Kuala Lumpur’s Aeronautical Rescue Coordination Centre ought to have been informed. By 2:30 in the morning, it still wasn’t. Before an emergency reaction eventually started at 6:32 a.m., more than four hours had passed.

The aircraft should have been landing in Beijing at that same moment. Between Malaysia and Vietnam in the South China Sea, search efforts were initially focused there. A total of 34 ships and 28 planes from seven different nations participated in the worldwide effort. But MH370 wasn’t even close to that area. Within a few days, primary radar records recovered from air traffic control computers and partially confirmed by unreleased data from the Malaysian air force showed that MH370 immediately turned sharply to the southwest, flew back across the Malay Peninsula, and banked around the island of Penang after disappearing from secondary radar.

From there, it flew northwest, along the Strait of Malacca, and over the Andaman Sea until dissipating into the darkness beyond radar’s detection. The fact that that portion of the flight took more than an hour to complete indicates that this was not your typical hijacking. It also wasn’t similar to any other disaster or pilot suicide scenarios. MH370 was pointing investigators into uncharted territory.

Investigations into the circumstances surrounding MH370 have been ongoing, and there has been at times hysterical public speculation. Families on four continents were heartbroken by the death. A sophisticated machine’s ability to just disappear appears improbable given its contemporary instruments and communication systems. Even when the intention is deliberate, it is difficult to live off the grid and remove emails permanently. A Boeing 777 is designed to be always available electronically. A wide range of speculations has been sparked by the plane’s disappearance, and many of them are absurd. However, all are given vitality by the fact that modern commercial aircraft don’t simply disappear.

This one did, and more than eight years later, it is still unclear exactly where it is. Even so, a lot about the loss of MH370 has become more obvious, and it is now possible to piece together a lot of what happened that night. Although the flight data recorder and the cockpit voice recorder may never be found, the information we still need is not likely to be found in the black boxes. It will have to come from Malaysia instead.

Behind the Scenes of Chaos: The Last Flight of MH370

Even though Malaysian authorities initially denied the incident and the Malaysian air force flat-out lied about it, the truth about the plane’s peculiar flight route soon started to come to light. It emerged that for six hours after the aircraft vanished from secondary radar, MH370 had been communicating sporadically with a geostationary satellite in the Indian Ocean run by the London-based company Inmarsat. This indicated that a catastrophic incident had not occurred suddenly to the airplane. It is assumed that throughout those six hours it continued to cruise at a high speed and altitude.

The routine connections with Inmarsat, some of which were referred to as “handshakes,” amounted to the barest whisper of communication because the system’s intended functions—passenger entertainment, cockpit communications, and automated maintenance reports—had been segregated or turned off. In total, there were seven linkups: two automatically started by the aircraft and five started by the Inmarsat base station. Two satellite phone calls were also made; these went unanswered but supplied more information. Two values, which Inmarsat had only lately started to log, were connected to the majority of these connections.

The burst-timing offset, also referred to as the “distance value,” is the first and most precise of the values; it is a measurement of the transmission time to and from the plane, and consequently of the plane’s distance from the satellite. Instead of focusing on one specific site, it considers all nearby areas that are equally likely—a roughly elliptical array of options. Given MH370’s range restrictions due to eventual fuel exhaustion, the near-circles can be converted into arcs. The seventh and last arc, which is highlighted by a final handshake, is linked intricately to fuel exhaustion and the collapse of the main engines, which is the most significant.

The seventh and final arc runs from the region of Antarctica in the south to Central Asia in the north. MH370 passed over it at 8:19 in the morning Kuala Lumpur time. If the aircraft turned north, its intersection with the seventh arc and, thus, its terminal point, would be in Kazakhstan. If it turned south, they would be in the southern Indian Ocean.

Technical examination almost certainly proves that the plane made a south turn. This is evident from the second logged statistic by Inmarsat, the burst-frequency offset. For the sake of simplicity, I will refer to this value as the “Doppler value” because it naturally occurs in satellite communications for aircraft in flight and includes, most importantly, a measure of radio-frequency Doppler shifts associated with high-speed movement with satellite position. For satellite communications to work, doppler shifts must be foreseen and adjusted for by airborne devices.

However, the adjustment is not always adequate since satellites do not always deliver signals in the manner that airplanes have been taught to anticipate, especially as they get older. Their orbits could be slightly tipped. The temperature has an impact on them as well. These flaws leave visible signs behind. Doppler-shift logs had never before been used to pinpoint an airplane’s location, but technicians from Inmarsat in London were able to spot a substantial distortion that indicated a turn to the south at 2:40 a.m. The turning point was a little to the north and west of Sumatra, Indonesia’s most northern island. At some analytical risk, it has been hypothesized that the aircraft thereafter flew straight and level for a considerable amount of time in the general direction of Antarctica, which was beyond of its operational range.

After six hours, the Doppler data showed a sharp decline that was up to five times faster than the average rate of descent. The aircraft dove into the water a minute or two after reaching the seventh arc, possibly losing parts before contact. Electronic information suggests that this was not a planned attempt at a water landing. The plane must have broken up into a million pieces quickly. However, neither the location nor the reason for the impact is known.

The Unholy Flight Plan Devised By the Contoller of The Aircraft

The Unholy Flight Plan Devised By the Contoller of The Aircraft.

Less than a week after the jet vanished, The Wall Street Journal reported on the first satellite communications, showing that it had likely remained in the air for several hours after becoming silent. Officials from Malaysia eventually acknowledged the veracity of the story. One of the most corrupt governments in the area, according to reports, is that of Malaysia. In its inquiry into the flight, it was also demonstrating that it was covert, terrifying, and unreliable. The chaos that investigators from the US, Australia, and Europe found, stunned them. The initial sea searches were concentrated in the wrong area—the South China Sea—because the Malaysians withheld what they knew, and no floating debris was discovered.

If the Malaysians had been honest from the start, such debris may have been discovered and utilized to determine the general location of the aircraft; the black boxes might have been recovered. In the end, a little area of ocean thousands of kilometers distant was the focus of the underwater hunt for them. But even a small portion of the ocean is vast. The black boxes from Air France 447, which crashed into the Atlantic on a trip from Rio de Janeiro to Paris in 2009, took two years to be discovered, although the searchers were well aware of where to seek them.

“It became evident that the Malaysians’ main goal was to have the topic just go away,” a close observer of the MH370 process stated. “There was an innate bias against being honest and transparent from the beginning, not because they were keeping a deep, dark secret but rather because they were unsure of where the truth lay and worried something embarrassing may come out. Were they hiding something? Yes. They were hiding.”

To mislead investigators, a writer residing in New York City named Jeff Wise theorized that one of the aircraft’s electrical systems may have been altered to give false data, showing a turn south into the Indian Ocean when in reality the aircraft turned north toward Kazakhstan. He refers to this as the “spoof” scenario and has written extensively about it, most recently in an eBook published in 2019. He suggests that the Russians may have taken the plane to divert attention away from the takeover of Crimea, which was happening at the time. The requirement to explain how, if the plane was flown to Kazakhstan, all of that wreckage came up in the Indian Ocean presents an obvious weakness in the case. It was planted, according to Wise’s response.

What Could Have Happened?

A lot of information about the whereabouts of MH370 is now certain. First of all, the disappearance was a deliberate action. It is implausible that any combination of system failure and a human mistake could have led to the known flight path, which was accompanied by radio and electronic silence. The flight path cannot be explained by a computer bug, control system failure, squall lines, ice, lightning, bird strikes, meteorites, volcanic ash, mechanical, sensor, instrument, radio, or electrical failure, fire, smoke, explosive decompression, cargo explosion, pilot confusion, medical emergency, bomb, war, or act of God.

Second, unlike popular belief, the plane was not remotely taken over from the electrical-equipment bay, a compartment under the forward galley. It would take pages to explain why. The cockpit was where control was taken. This occurred between 1:01 a.m. when the aircraft leveled at 35,000 feet, and 1:21 a.m., when it vanished from secondary radar, in about 20 minutes. The aircraft’s Automatic Condition Reporting System sent the airline’s maintenance division a 30-minute update within that same time frame via satellite. It reported the amount of fuel in the tank, the height, the speed, and the location, and it showed no irregularities. Its signal demonstrated that the satellite communications system on board the aircraft was operational at the time.

Given the improbability of two pilots operating in concert, it seems likely that one of them was incapacitated or dead by the time the airplane plummeted from the view of secondary—transponder-enhanced—radar or had been locked out of the cockpit. Military and commercial primary radar records eventually revealed that the pilot of MH370 must have deactivated the autopilot since the turn the aircraft made to the southwest was so tight that it could only have been piloted manually. The facts point to someone at the controls purposefully depressurizing the aircraft. Most of the electrical system, if not all of it, was purposefully turned off around the same time. It is unknown what caused that closure. However, it also had the temporary effect of cutting off the satellite connection.

Mike Exner, an electrical engineer in Boulder, Colorado, has thoroughly examined the radar data. According to him, the plane reached 40,000 feet during the spin, which was near its ceiling. The passengers would have felt some g-forces during the move, which is the sensation of being abruptly forced back into the seat. Exner thinks the climb was made to hasten the consequences of depressurization, which led to everyone in the cabin’s quick incapacitation and death.

A deliberate depressurization would have been a clear-cut—and perhaps the only way —to control a potentially turbulent cabin on an aircraft that would be in flight for several hours. If not for the rapid appearance of the drop-down oxygen masks and maybe the cabin crew’s deployment of the few portable units of similar design, the effect would have gone unnoticed inside the cabin. However, all of those cabin masks were only meant to be used for roughly 15 minutes during emergency descents to altitudes below 13,000 feet; cruising at 40,000 feet, they would have been completely useless. The passengers in the cabin would have lost consciousness and had a gentle death without choking or screaming for air within a few minutes. The scene would have been faintly lit by the emergency lights, with the deceased buckled into their seats and their faces cradled in the ineffective oxygen masks dangling on tubes from the ceiling.

A Series of Flight Paths That Has Been Made By The MH370

A Series of Flight Paths That Has Been Made By The MH370

In contrast, the cockpit had four pressurized oxygen masks that were connected to hours of supply. The person who depressurized the aircraft only needed to strap one on. The aircraft was flying quickly. It emerged as an unidentifiable blip on the primary radar as it approached the island of Penang at a speed of around 600 miles per hour. Butterworth Air Base, located nearby on the mainland, is home to a squadron of Malaysian F-18 interceptors as well as an air defense radar—not that anyone was paying attention. Before the crash report was made public last summer, Malaysian air force officers reportedly sought to examine and amend it.

The report includes a timeline in a section titled “Malaysian Military Radar” that suggests the air-defense radar had been closely watched, the military was aware of the identity of the aircraft, and it purposefully “did not pursue to intercept the aircraft since it was ‘friendly’ and did not pose any threat to national airspace security, integrity, or sovereignty.” Of course, the obvious issue is why, knowing that the plane had turned around and was headed west, the military permitted the search to continue for days in the wrong body of water, to the east.

Despite its pricey equipment, the air force had performed poorly and was unwilling to acknowledge it. The former Malaysian defense minister said on Australian television, “If you’re not going to shoot it down, what’s the point of sending [an interceptor] up?”

Well, for one thing, the jet, which at this moment was simply a blip on primary radar, could be positively identified. The person operating the controls may be seen in the cockpit by looking through the windows. The 30-minute automatic condition-reporting system for MH370 stopped working at 1:37 a.m. on schedule. It has also been confirmed that the system was disconnected from all satellite transmissions—something that was simple to do from the cockpit—and was unable to send any of its scheduled reports.

Half an hour into the detour, at 1:52 a.m., MH370 passed slightly south of Penang Island before turning sharply to the right and continuing northwest up the Strait of Malacca. The first officer’s cell phone connected to a tower below as the aircraft rotated. There was only one fleeting connection, and no data was sent at any point. A Malaysia Airlines dispatcher texted the pilots to get in touch with Ho Chi Minh’s air traffic control center eleven minutes later, assuming that MH370 was still over the South China Sea. The message was not responded to. The plane was still being flown by hand through the Strait of Malacca.

By this time, it is assumed that everyone within the cabin had passed away. The final blip was detected by the Malaysian air force radar at 2:22 in the morning. The aircraft was flying quickly and was 230 miles northwest of Penang as it made its way toward the Andaman Sea. At 2:25, three minutes later, the satellite box of the aircraft abruptly came back to life. This most likely happened when the entire electrical system was restarted together with the re-pressurization of the aircraft. The first linkup was completed when the satellite box turned on again and issued a request to connect to Inmarsat. The ground station responded. The essential distance and Doppler readings were captured at the ground station without the knowledge of anyone in the cockpit, eventually enabling the first arc to be created. A dispatcher made a call to the plane a short while later. The link was accepted by the satellite box, but the call was not answered.

The aircraft had just completed a broad turn to the south, according to an associated Doppler value. The location where this occurred became known to investigators as the “last major turn.” Its location is essential to all subsequent endeavors, although it has never really been identified. It should have been visible on the Indonesian air defense radar, but it appears to have been switched off that evening.

Most likely on autopilot at this point, MH370 was sailing south into the night, and the person in the cockpit was awake and in control. So, it was a hijacking? According to the official report, hijacking is the preferred “third party” approach. It is the most consoling explanation for anyone in a position of responsibility that evening. Yet, it has serious issues. One of the most important ones is that the cockpit door was reinforced, electrically secured, and watched over by a video feed that the pilots could view. Furthermore, the time between Zaharie’s casual “good night” to the Kuala Lumpur controller and the beginning of the diversion, with the ensuing loss of the transponder signal, was less than two minutes.

MH370 Is Believed to Have Traveled Far From Her Designated Flightplan

MH370 Is Believed to Have Traveled Far From Her Designated Flight plan.

Since neither of the pilots had a chance to send out a distress signal, how did the hijackers know exactly when to move during the handoff to Vietnamese air traffic control? Of course, it is conceivable that the pilots knew the hijackers and invited them into the cockpit, but even that does not account for the silence on the radio, especially during the hand-flown turn away from Beijing. There were transmitter switches on both control yokes that were barely out of reach, so a signal might have been sent just before a takeover attempt.

Additionally, teams of Malaysian and Chinese investigators assisted by the FBI have conducted investigations and cleared all of the passengers and cabin crew members of any wrongdoing. The effectiveness of such a police operation is debatable, but it was thorough enough to reveal the identity of two Iranians who were traveling with stolen passports and phony names looking for political asylum in Germany. It’s possible that further stowaways, who are by definition not listed on the manifest of the aircraft, had hidden in the equipment compartment. If such were the case, they would have had access to two circuit breakers, and if they had pulled them, the cockpit door could be easily accessed.

That situation, though, also has issues. The pilots would have been familiar with the audible click made as the bolts open. To take over before either of the pilots could send out a distress call, the hijackers should have had to access a hatch in the galley floor from below, ascend a short ladder, avoid detection by the cabin crew, avoid being captured on camera, and enter the cockpit. This is highly unlikely to have occurred, just as it is quite impossible that a flight attendant being held hostage could have utilized the door keypad to enable a surprise entry without sounding an alarm. Even bizarrely, what would be the goal of a hijacking? Money? Politics? Publicity? A war crime? A terrorist incident? None of these explanations fit the complex seven-hour profile of MH370’s departure into oblivion. Furthermore, nobody has taken responsibility for the deed. None of these reasons make sense when anonymity is involved.

Is the Captain Responsible?

As a result, we are faced with a different kind of incident—a hijacking from within when no forced entry is necessary—by a pilot gone rogue. The concept that a pilot would murder hundreds of innocent passengers as a consolation prize for committing suicide may be resisted by reasonable individuals. However, be warned—this has happened previously. A captain flying for the Singaporean carrier SilkAir is suspected of turning off a Boeing 737’s black boxes and crashing the aircraft into a river at supersonic speeds in 1997.

Off the coast of Long Island in 1999, EgyptAir Flight 990’s co-pilot intentionally crashed the aircraft into the water, killing everyone on board. The pilot of LAM Mozambique Airlines Flight 470 crashed his Embraer E190 twin jet from cruising altitude into the ground in 2013, two months before MH370 vanished, killing all 27 passengers and all six crew members. The most recent instance was the Germanwings Airbus, which crashed purposefully into the French Alps on March 24, 2015, killing everyone on board. Andreas Lubitz, the co-pilot, had waited for the pilot to use the restroom before locking him out. Investigations eventually revealed that Lubitz had studied MH370’s disappearance one year prior and had a history of depression.

It is bold to assume that the co-pilot of MH370 was responsible for the disappearance of MH370. He was preparing to be married and was a youthful, upbeat man. He had no prior history of conflict, dissension, or uncertainty. He wasn’t a German, and he was committing to a life in a sector with dwindling status, low pay, and low-cost planes. In a nation where the national airline and its pilots are still seen as somewhat of a big deal, he was piloting a magnificent Boeing 777.

The captain, Zaharie, is the one who expresses worry. His image as an impeccable pilot and peaceable family man who enjoyed using a flight simulator in the official reports is the first red flag. This is the portrayal that Zaharie’s family wants to give, yet there are many signs of concern that have been too plainly ignored to support it.

The cops should have done further investigation after learning what they did about Zaharie’s life. They formed formal findings that were insufficient. The official account stated the following, referring to Zaharie as the PIC, or pilot in command:

The PIC was said to be able to manage workplace stress well. There was no prior history of nervousness, impatience, or apathy. There were no notable adjustments to his way of life, interpersonal conflicts, or pressures from his family. There were no behavioral indications of social exclusion, a shift in routines, or a change in interest. There were no discernible behavioral changes found when the PIC’s behavior was examined on the CCTV [at the airport] on the day of the flight and the three flights before it. The appearance was consistent across all CCTV recordings, i.e., well-groomed and dressed. His usual traits were his movement, posture, facial expressions, and mannerisms.

This was either unrelated to Zaharie’s situation or in contrast with what was known about him. The truth is that Zaharie was frequently depressed and lonely, as I learned after chatting with people in Kuala Lumpur who knew him or knew about him. His wife was now residing at the family’s second home after leaving the first. He admitted to friends that he spent a lot of time pacing vacant rooms while he waited for the days in between trips to pass. He also had a romantic side. He is believed to have developed a longing relationship with a married woman and her three children, one of whom was disabled, as well as to have become fixated on two young internet models he met on social media and for whom he posted comments on Facebook that reportedly received no response. Some were hesitantly sexy.

For instance, he stated in one comment that one of the girls appeared to be fresh out of the shower in a shot where she was wearing a robe. Zaharie seemed to have lost some connection to his previous, secure existence. His children were grown and gone, but he remained in contact with them. Zaharie utilized social media extensively, which may have contributed to his sense of distance and alone. Investigators in the aviation and intelligence fields have a strong suspicion that he was clinically depressed.

If Malaysia were a nation where the truth was welcomed in official circles, then the police’s portrayal of Zaharie as a healthy and content guy might have some weight. However, Malaysia is not one of those nations, and the official withholding of information to the contrary only strengthens the case that Zaharie had mental health issues.

The FBI’s forensic investigation of Zaharie’s simulator found that he had experimented with a flight path that was similar to that of MH370, including a flight around Indonesia in the north followed by a protracted flight to the south that ended with fuel exhaustion over the Indian Ocean. This flight profile was disregarded by Malaysian investigators as one of the hundreds that the simulator had recorded. That is accurate, but only to a certain extent.

Engineer and businessman Victor Lannello of Roanoke, Virginia, has thoroughly examined the simulated flight and emphasizes what the Malaysian investigators disregarded. The sole extracted profile that did not follow MH370’s itinerary was the one that Zaharie did not run as a continuous flight, which entails starting the flight on the simulator and letting it continue until it reaches the final destination airport.

MH 370 pilot Zaharie Shah with his home aircraft simulator. The game had a similar scenario like the staged disappearance

MH 370 pilot Zaharie Shah with his home aircraft simulator. The game had a similar scenario like the staged disappearance.

Instead, he manually progressed the trip in stages, constantly advancing it and deducting gasoline as needed until it was completely depleted. Lannello thinks Zaharie was in charge of the distraction. Zaharie couldn’t have learned anything technical by practicing the act on a Microsoft consumer product that resembled a video game, therefore Lannello speculates that the simulator flight might have been done to leave a trail of breadcrumbs as a farewell. “It’s as if he was replicating a simulation,” Lannello stated of Zaharie about the flight path that MH370 would take. Without a note of explanation, it is impossible to understand Zaharie’s logic. The simulated flight, however, cannot simply be written off as a coincidence.

The formal investigations have stalled for the time being. The Australians have made their best effort. Chinese authorities are restricting any news that could inflame family resentment because they wish to move on. In France, the French are reanalyzing satellite data. Malaysians simply want the topic to be forgotten.

The Search For MH370 Is The Costliest in the History of Aviation

The Search For MH370 Is The Costliest in the History of Aviation

If the wreckage is ever discovered, it will put an end to all ideas that rely on satellite data or the fact that the aircraft flew a convoluted path after turning away from Beijing and lingered in the air for an additional six hours. No, it did not catch on fire despite remaining in the air for so long. No, it didn’t develop into a “ghost flight” with the ability to maneuver and turn its systems on and off. No, it wasn’t shot down after careful deliberation by sinister national forces that waited on its tail before firing. And no, it isn’t sitting undamaged in a secret hangar in Central Asia or somewhere in the South China Sea. All of these arguments have one thing in common: they are at odds with the verifiable data the investigators already have.

The crucial solutions most likely exist on land, in Malaysia, rather than in the sea. Moving forward, that should be the main priority. The Malaysian police are more knowledgeable than they have dared to admit unless they are equally as useless as the air force and air traffic control. The mystery may not be too complex. That is what makes this frustrating. Even if the solutions are near at hand, they are harder to find than any black box.

Now, read about the true story of The Ghost Ship Of the Atlantic, and the Coffins That Danced At Midnight. Happy Halloween!

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Written By

Abin Tom Sebastian, also known as Mr. Morbid in the community, is an avid fan of the paranormal and the dark history of the world. He believes that sharing these stories and histories are essential for the future generations. For god forbid, we have seen that those who forget history are doomed to repeat it.

3 Comments

3 Comments

  1. Steff

    November 1, 2022 at 3:19 am

    I’m a West Australian and this mystery has always hit really close to home. Less than a month after the disappearance of MH370 we traveled to Malaysia and to the very Airport that MH370 disembarked from. The Malaysian people were still heartbroken and one of the large shopping complexes that we visited had a memorial that hundreds of people silently held their prayers. It really was a very sombre experience. I pray that one day the families of these victims can receive some form of closure.

    • Mr Morbid

      November 1, 2022 at 1:29 pm

      I have heard that many Malaysians still hold a vigil for the victims in popular public places. Thank you for sharing.

  2. Pingback: How George HW Bush was almost Cannibalized in 1944 - Morbid Curiosity

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