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Made by Brayden LaFrance, working independently.

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Description:
Below is a picture of the intended flight path of flight 370.
Connection:
This picture is the exact flight path of Malaysia Airlines Flight 370, it outlines every specific piece of information available such as places it should have flown over, last radar communication etc.. this connects to perception/observation as we observe the flight path and perceive that  something must have happened along that course when it could have veered off that once radar contact was lost

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Description:
Attached is an article on one possible theory of what may have happened to flight 370.
Connection:
This article connects to proof by verbosity as it lays out a framework of events put forward by Malaysian and Australian investigators and other sources who participated in gathering or analyzing the known data, as well as a key principle that most likely played a factor, in order to draw a conclusion on what happened to the flight that based on the information provided seems probable.

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Two years later, its disappearance is still unsolved. A new book reconstructs the last minutes in the cockpit.

No one knows for sure what happened aboard Malaysia Airlines Flight 370, which disappeared in March 2014. The scenario I am about to describe is based on a framework of events put forward by Malaysian and Australian investigators and other sources who participated in gathering or analyzing the known data. To this I have applied Occam's razor, the principle that suggests that if there are many possible explanations for something, the simplest is the most likely.

Shortly after midnight on March 8, 2014, and seemingly without warning, what had been an entirely normal flight devolved into an illogical series of events. Such an unraveling has been seen before: when pilots are afflicted with altitude sickness, known as hypoxia.

An inability to get enough oxygen into the lungs to sustain cogent thought happens when airplanes lose pressurization, and that can happen for a variety of reasons. It can be triggered by an electrical problem or some mechanical difficulty. Pilots sometimes fail to turn the pressurization on at the beginning of the flight, but even when the pressurization is working as it should, there's no way to keep a plane pressurized if there is a hole in the fuselage or if leaks at the seals of doorways, windows, or drains from the galley and bathrooms allow the denser air to escape.

At the time of the MH370 disaster, people were boarding airplanes around the world at a rate of eight million a day. Few air travelers then (or now) gave a thought to the fact that outside those aluminum walls the air is too thin to support clear thinking for more than a few seconds. What keeps us air travelers alive and, for the most part, in our right minds is a relatively simple process that pumps air into the airplane as it ascends, like air filling a bicycle tire. The air comes off the engines and is distributed via ducts. In most airliners, the cabin pressure is set to mimic the density of 8,000 feet.

On most flights the automated system works as designed. Still, at least 40 to 50 times a year, an airliner somewhere in the world will encounter a rapid decompression, according to a study for the Aviation Medical Society of Australia and New Zealand. James Stabile Jr., whose company, Aeronautical Data Systems, provides oxygen-related technology, said that when slow depressurizations are figured in, the rate increases even more. And because not all events require that regulators be notified, the problem, said Stabile, is "grossly underreported."

When airplanes fail to pressurize after takeoff or lose cabin altitude in flight, it is potentially life-threatening. The reason we don't see tragedies more often is that pilots are taught what to do. First, they put on their emergency oxygen masks. Then they verify that the system is on. There are many cases of pilots discovering that they failed to set cabin altitude upon takeoff.

If pressurization was set correctly and is still not working, pilots immediately begin a rapid descent to an altitude where supplemental oxygen is not necessary. When pilots do not follow these steps, the situation spins out of control quickly.

On an American Trans Air flight in 1996, a mind-boggling sequence of events brought a Boeing 727 a hairbreadth from catastrophe. ATA Flight 406 departed Chicago's Midway Airport bound for St. Petersburg, Florida. At 33,000 feet, a warning horn sounded because the altitude in the cabin was registering 14,000 feet. First Officer Kerry Green was flying. He immediately put on his emergency oxygen mask. Captain Millard Doyle did not, opting to try to diagnose the problem. He instructed the flight engineer, Timothy Feiring, who was sitting behind and to his right, to silence the alarm. Doubtless already feeling the effects of steadily increasing altitude, Feiring could not find the control button. The captain turned his attention to the flight attendant in the cockpit, asking her if the passenger oxygen masks had dropped.

They had, she replied, and promptly collapsed in the doorway. Captain Doyle reached for his own mask, but it was too late. Disoriented and uncoordinated, he could not place it over his head, and he passed out too.

Two of four people in the cockpit were now incapacitated, and Feiring was having trouble thinking. He mistakenly opened an outflow valve, creating a rapid and total decompression of the airplane.

He put on his mask and then got up to attend to the unconscious flight attendant, placing the flight observer mask on her face but dislodging his own in the process. He passed out, falling over the center console between the two pilots' seats.

Through all this, First Officer Green, with his mask on, was taking the plane down to a lower altitude at a speed of about 4,000 to 5,000 feet per minute. When the oxygen mask Feiring had placed on her face rejuvenated the flight attendant, she got up and returned the favor, replacing the mask that had come off him as he moved away from the flight engineer console. She also got a mask on Captain Doyle. Soon they both came to. American Trans Air Flight 406 landed safely in Indianapolis. The story, equal parts chilling and absurd, tells me that knowing what to do does not mean pilots will actually do it if their ability to think has begun to deteriorate.

Nine years after American Trans Air 406, a Boeing 737 took off from Cyprus on August 14, 2005, on a flight to Athens. It never arrived. Helios Flight 522 ran out of fuel and crashed into a mountain south of the airport after flying on autopilot for more than two hours-long after the pilots and nearly everyone else on board had fallen into deep and prolonged unconsciousness. They had been starved of oxygen, presumably because the pilots failed to pressurize the aircraft after takeoff. The pilots were hypoxic before they realized what had gone wrong.

The Helios 522 disaster started about five and a half minutes after takeoff, as the plane climbed through 12,000 feet. A warning horn alerted the pilots that the altitude in the cabin had exceeded 10,000 feet.

Less than two minutes later, the passenger oxygen masks dropped, but Captain Hans-Jürgen Merten and First Officer Pampos Charalambous did not put on their masks, deciding instead to try to figure out what was wrong: a classic case of impaired judgment due to hypoxia. For nearly eight minutes, Captain Merten, a pilot with 5,000 hours of experience on the 737, conversed with the Helios operations center in Cyprus in an exchange that grew increasingly confusing to the crew on the ground.

As Helios 522 ascended over Cyprus, Captain Merten's thoughts were scattering, and his brain was going dim. He collapsed at his last position, checking a switch panel behind his seat. First Officer Charalambous passed out against the airplane control yoke.

We can assume that the passengers on the Helios 737 were uneasy once their masks dropped; everyone waited for news from the flight deck. But because those masks have a limited supply of oxygen, that uneasiness would not have lasted for more than 12 to 15 minutes; after that, the passengers would have passed out. This is why pilots quickly have to get the airplane to a lower altitude. But there was no one to initiate a descent, and the airplane flew on northwest, past southern Turkey and high above the Greek islands.

The flight attendants had higher-capacity emergency oxygen bottles and portable oxygen masks. With more than an hour's supply in each, they were likely conscious longer than the passengers. Twenty-five-year-old Andreas Prodromou was a flight attendant who also happened to be a private pilot. He may have waited for word from the cockpit, but at some point he got up from his seat by the back galley and took action.

What we know from this point comes from two sources: recordings in the cockpit documenting Prodromou's arrival on the flight deck and the observations of two Greek fighter pilots, dispatched to see what was happening with the airliner that had silently, and without contacting controllers, entered Greek airspace.

Two air force F-16s were flying on either side of the airliner. It was just four years after terrorists had crashed four commercial jets in New York, Pennsylvania, and Washington, D.C., and the Greek air force pilots expected to find something similar. Instead, they saw the first officer unconscious in the right-hand seat. One of the air force fliers saw Prodromou enter the cockpit. This means that Prodromou waited more than two hours after the depressurization.

Prodromou put on the captain's oxygen mask as the last of the left engine's fuel was spraying into the combustion chamber. In moments, the engine would stop producing power. He searched the control panel for something familiar-something that connected this complicated aircraft to the small planes on which he had learned to fly. Then the control wheel in front of him started to vibrate. The stick shaker warning is as dramatic as it is urgent, an attention-getting, multisensory advisory that the plane is about to stall. For two and a half minutes, Prodromou scanned the instrument panel while the airplane picked up speed in descent. The sound of rushing air joined the cacophony of warnings. Finally, hope extinguished, he called for help in a frail and frightened voice.

"Mayday, mayday, Helios Flight 522 Athens..."

And forty-eight seconds later: "Mayday."

"Mayday."

Traffic, traffic. He heard only the mechanized voice of the 737. The radio was not set to the proper frequency to transmit the message. Prodromou's mayday would only be heard in the post-crash examination of the cockpit voice recorder.

In the early days of the Malaysia 370 mystery, I thought of these episodes. After all, it was an ordinary flight-under the command of an experienced and well-regarded captain-that suddenly turned baffling.

The Boeing 777 had departed Kuala Lumpur International Airport on March 8, 2014, on an overnight trip to Beijing. There were 227 passengers and 12 crew members on board. In the cockpit, Captain Zaharie Ahmad Shah, a 33-year employee of the company, was in command. He had 18,000 flight hours. As a point of reference, that's just 1,500 hours fewer than Chesley Sullenberger had when he successfully ditched a disabled US Airways airliner into New York's Hudson River, and Zaharie was five years younger than Sully.

Professionally speaking, First Officer Fariq Abdul Hamid was everything Zaharie was not. Inexperienced on the Boeing 777, he was still training on the wide-body while Zaharie supervised his performance. The flight to Beijing would bring the young pilot's total hours on the airplane to 39. Fariq had been flying for Malaysia for four years. From 2010 to 2012, he was a first officer on Boeing 737s. He was promoted to the Airbus A330, which he flew as a first officer for 15 months until he began his transition to the even bigger Boeing 777.

The moonless night was warm and dark with mostly cloudy skies when the jetliner lifted off at 12:41 a.m. on Saturday morning. Fariq was making the radio calls, so we can assume Zaharie was flying the airplane.

On board were business travelers, vacationers, and students. There were families, couples, and singles from Indonesia, Malaysia, China, Australia, America, and nine other countries; a global community common on international flights. Because Kuala Lumpur and Beijing are in the same time zone and the flight was to arrive at dawn, many travelers were probably sleeping when things started to go wrong.

Flight 370 was headed north-northwest to Beijing. Twenty minutes after takeoff, at 1:01 a.m., the plane reached its assigned altitude, 35,000 feet, and Fariq notified controllers.

Independent of what the pilots were doing, the 12-year-old Boeing 777 was relaying through satellites a routine status message with information about its current state of health. In the acronym-loving world of aviation, this data uplink is called ACARS, for Aircraft Communications Addressing and Reporting System. Messaging can be manual if the pilots want to request or send information to the airline. The automatic status report is transmitted on a schedule set by the airline. At Malaysia, it was every 30 minutes.

Around the time the ACARS message was being sent, it appears control of the flight was transferred to the first officer because Captain Zaharie was now making the radio calls. He confirmed to air traffic control that the plane was flying at cruise altitude. "Ehhh... Seven Three Seven Zero maintaining level three five zero."

Eleven minutes later, as the airplane neared the end of Malaysian airspace, the controller issued a last instruction to the crew in command of Flight 370, giving them the frequency to which they should tune their radio upon crossing into Vietnam's airspace.

"Malaysian Three Seven Zero, contact Ho Chi Minh one two zero decimal niner, good night."

"Good night Malaysian," Zaharie said. It was 1:19. His voice was calm, according to a stress analyst who listened to the recording as part of the Malaysian probe. There was no indication of trouble.

Zaharie, 53, had been in his seat since around 11:00 p.m., ordering fuel, entering information in the onboard computers, arming systems, checking the weather en route, and discussing the flight with the cabin attendants. He had also been supervising Fariq, who, after landing in Beijing, would be checked out on the Boeing 777. That was sure to be a heady and exhilarating new assignment for the young man, as Zaharie certainly recognized, having three children of his own around the age of Fariq, who was 27.

The airliner was at cruise altitude, flying a pre-programmed course. There was very little difference at this point between the Boeing 777 and every other jetliner Fariq had flown. So, in the scenario I envision on Malaysia 370, this would have been the perfect time for Zaharie to tell Fariq, "Your airplane," leaving the triple-seven in the first officer's hands so he could go to the bathroom.

Alone on the flight deck, Fariq must have enjoyed these moments. He was in sole command of one of the world's largest airliners, responsible for taking his passengers to their destination.

While Zaharie was out of the cockpit, it would be Fariq's job to tune the radio to the Ho Chi Minh air traffic control frequency. Once he established contact, he would change the transponder's four-digit squawk code from the one used in Malaysia to one for transiting to Vietnam-controlled airspace. But instead of making that switch, the transponder stopped transmitting entirely. The question is why.

A transponder is critical for airliners. It links altitude, direction, speed, and, most significantly, identity to what otherwise would be a tiny anonymous green dot on an air traffic control screen. The transponder provides what is called a secondary return: a data-rich reply to a radar interrogation. Controllers need the transponder to keep airplanes in increasingly crowded skies from colliding. Airlines use it to track the progress of flights. Pilots depend on it for a timely warning if another plane winds up in their flight path.

After the investigation of a 2006 mid-air collision in Brazil determined that a transponder in one of the airplanes had been inexplicably set on standby mode, the Federal Aviation Administration issued a rule that on new airplanes, the warning of an inoperative transponder should be more obvious to the pilots. Airplanes produced before the 2010 rule, including 9M-MRO, the airplane that was flying as Malaysia 370, were not affected.

Fariq knew he had to get the squawk code from Ho Chi Minh-but first he had to tune the radio to that frequency. This is about the time when, I think, a rapid decompression happened near or in the cockpit. It would have made a deep and startling noise, like a clap or the sound of a champagne bottle uncorking, only much, much louder and sharper. This would have been followed by a rush of air and things swirling everywhere. A white fog would have filled the space as the drop in temperature turned the moist cabin air into mist. The first officer would have realized immediately: This is an emergency.

The denser air inside Fariq's body would have rushed out through every orifice, an effect that can be particularly painful in the ears, as anyone who has flown with a head cold knows. His fingers, hands, and arms would have started to move spastically. Fariq would have struggled to understand this rapid change from normal to pandemonium while irretrievable seconds of intellectual capacity ticked away.

Emergency, have to get down, have to let someone know. What first? He would have reached over to the transponder to enter 7700, the four digits that will alert everyone on the ground and in the air that something has gone wrong with the plane. His fingers would still have been trembling as he clutched the small round knob on the bottom left of the device and turned it to Standby. It is not what he would have intended, but he would already have begun to lose his mental edge. In an attempt to transmit a message of distress, he would have inadvertently severed the only means air controllers had of identifying his airplane and the details of his flight.

I find it logical to assume that Zaharie visited the business class bathroom near the flight deck, which is also used by the flight crew. Airline bathrooms have a drop-down mask to provide oxygen in the case of depressurization. Imagine what it would have been like for Zaharie to see the yellow plastic cup bob down.

He had to make a choice: Try to get back to the cockpit without supplemental oxygen, or remain in the bathroom and wait for Fariq to get the airplane to a lower altitude and then rejoin him on the flight deck. I'm guessing Zaharie wasn't confident in Fariq's ability to handle the emergency and chose the former course of action.

Pilots at Malaysia Airlines tell me that in a rapid decompression, it would have been very difficult for Captain Zaharie to get back onto the flight deck. The captain was unable to regain command of the airplane. If he had, things might have turned out differently.

From The Crash Detectives: Investigating the World's Most Mysterious Air Disasters by Christine Negroni, to be published on September 27 by Penguin Books, an imprint of Penguin Publishing Group, a division of Penguin Random House LLC. Copyright © 2016 by Christine Negroni.

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What Went Wrong on Malaysia Airlines Flight 370?

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No one knows for sure what happened aboard Malaysia Airlines Flight 370, which disappeared in March 2014. The scenario I am about to describe is based on a framework of events put forward by Malaysian and Australian investigators and other sources who participated in gathering or analyzing the known data.

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Description:
Below is a video delivering information on the specifics of flight 370 and a timeline of events.
Connection:
This video connects well to the unexplained, all we have at this point is information and theories, no conclusive answer and so all that really can be done is just analysis after analysis of the information known. Every possible theory could be true because very little really be disproved.

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Description:
Below is a picture of a supposed "final message" sent out by the crew of flight 370 that was held out of all the reports.
Connection:
This picture connects to the red herring red flag as it is an irrelevant and untrue piece of information thrown in to try to distract the viewers from a logical line of evidence.

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Description:
Below is an article speaking upon the discovery of debris found of the coast of Madagascar and how it most likely belongs to flight 370.
Connection:
This connects to the simplicity reason for belief. Though this debris could be from thousands of things/events, due to the fact that flight 370 crashed recently around there it seems simple to draw the conclusion that the debris is from that plane.

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Aircraft debris found in Madagascar is "most likely" from the ill-fated Malaysia Airlines Flight 370, according to a report released Sunday.

The five pieces of debris were found in different locations in Madagascar as recently as this August and included a floor panel of a Boeing aircraft.

The report released Sunday from the MH370 Safety Investigation Team said most parts were from an aircraft but the floor panel was from a Boeing 777 and "most likely MH370," according to The West Australian.
MH370 SUSPECTED WRECKAGE TURNED OVER TO MALAYSIA
The Boeing 777 carrying 239 people from Kuala Lumpur to Beijing vanished March 8, 2014, and is presumed to have crashed in the far southern Indian Ocean.

A safety report released by investigators in July 2018 concluded the aircraft was likely steered off course deliberately by someone and flew over the Southern Indian Ocean for more than seven hours after communications were severed.

The report provided no firm conclusions about what happened, and the head of the MH370 safety investigation team said that more definitive answers could come if the plane's wreckage and black boxes are found.

The debris in Madagascar was handed over by Malaysian officials in November by American wreck hunter Blaine Gibson and some relatives of those lost in the MH370 disappearance.
MH370 CAPTAIN WAS SUICIDAL, AVIATION EXPERTS SAY
In November, Gibson told AirlineRatings.com that a key piece of debris was identified as being from a Boeing 777 by using a fragment of a label that was still attached.

"The debris proves two things - that MH370 crashed violently and it almost certainly is in the Southern Indian Ocean," he told the website at the time.
CLICK HERE TO GET THE FOX NEWS APP
More than 30 pieces of suspected debris have been located globally but only three wing fragments had been confirmed to actually be from MH-370.

Various multinational searches have been conducted for the aircraft but were eventually called off. The Australian Transport Safety Bureau's final report on the search called the continuing mystery over the fate of the plane "almost inconceivable."
Fox News' Greg Norman and The Associated Press contributed to this report.

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Debris off Madagascar 'most likely' from Malaysia Airlines Flight 370, report says

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Aircraft debris found in Madagascar is "most likely" from the ill-fated Malaysia Airlines Flight 370, according to a report released Sunday. The five pieces of debris were found in different locations in Madagascar as recently as this August and included a floor panel of a Boeing aircraft.

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Description:
Below is a video outlining the craziest conspiracies theories surrounding flight 370.
Connection:
Though this video touches on multiple conspiracy theories such as a fisherman seeing the flight go down and vocalizing it's coordinates to the government, the one that got to me was the one about the man claiming to see the wreckage on google map images. This connects to the belief of patternicity  as what he sees may resemble that of a crashed flight but could be anything, however he still draws the conclusion that it is flight 370.

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MH370 investigators have been handed new information from a fisherman who claims to know where the doomed aircraft went down.

Indonesian Rusli Khusmin said his crew witnessed the disaster on March 8, 2014, watching the Malaysia Airlines flight with 239 people on board "move like a broken kite".

The 42-year-old said there was no noise, just smoke, and he recorded the coordinates of the exact location the plane went into the water.

Mr Khusmin has pinpointed a location in the Sumatran Sea between Malaysia and Indonesia and has sworn on the Koran that he is telling the truth.

"I saw the plane moving from left to right like a broken kite," he said at a news conference in Subang Jaya, near Kuala Lumpur.

"There was no noise, just black smoke as a result of fires before it crashed into the water."

He said there was also a strong smell of acidic fumes, but did not explain why it had taken him nearly five years to come forward.

Jacob George, president of CASSA, a Malaysian NGO, said he would now officially send the evidence to the Malaysian Prime Minister Mahathir Mohamad.

It's the latest among several theories on the disappearance of the ill-fated aircraft that remains one of the world's greatest mysteries.

The most extensive search in aviation history failed to find the plane, with the Malaysian government halting the investigation.

Last month an engineer at a top Danish university claimed investigators had been looking in the wrong place.

He came up with a possible new flight plan that conforms with existing data, and it looks nothing like those that guided search efforts before.

It puts MH370's probable crash site off Christmas Island, south of Jakarta. And he speculates the missing aircraft's new possible track means a hijacker could have 'bailed out'.

When it comes to finding MH370, there's never been much to go on.

Shortly after the Boeing 777 took off, its radar transponders and communications systems were all shut down. It meant that, once out of ground-based radar range, nobody could 'see' where the aircraft was.

But whoever tried to make the aircraft invisible overlooked one thing: engine monitoring sensors that would automatically report to overhead satellites.

Searchers used these signals, along with inferred flight speeds and courses, to mark-out a broad patch of the Southern Ocean far to the southwest of Perth as the most likely place MH370 went down.

In October there were curious new developments in the French military's ongoing probe into the date of the flight.

Investigators uncovered a mysterious "third entity" which may be withholding technical data about the path taken.

They also identified a number of "curious passengers" aboard the Boeing 777 who they believe warranted further investigation.

The potentially explosive developments were revealed by Ghyslain Wattrelos, a French national who lost his wife and two teenage children on MH370, following his meeting with judges overseeing the Gendamarie Air Transport (GTA) investigation.

Mr Wattrelos said he was told the French team had found "inconsistencies" in the Malaysian investigation's official report and identified the presence of "curious" passengers.

They include a Malaysian national and aeronautics specialist seated directly under MH370's Satcom module who potentially had the technical knowledge to hack the plane's communication systems and disguise its route.

The GTA, an arm of the French military, is seeking to verify satellite and other technical data used by the Australian Transport Safety Bureau (ATSB) to plot the plane's journey to a remote part of the southern Indian Ocean off WA.

Five pieces, thought to be from the plane, recently washed up in Madagascar.

Aviation expert Victor Iannello believes one fragment, which appears to be from the interior floorboard, is consistent with a "high-speed impact".

More than 30 bits of aircraft debris have been collected from various places around the world but only three wing fragments that washed up along the Indian Ocean have been confirmed to be from MH370.

Last year a senior aviation figure said it was time the Australian Transport Safety Bureau abandon its version of events.

Captain Mike Keane, a former chief pilot of Britain's largest airline easyJet, claimed the ATSB was complicit to a crime if it stuck to its "ghost flight" theory that the plane was on autopilot when the pilots were incapacitated at the end of the flight when it crashed.

Experts believe MH370 was used in a murder-suicide mission by Captain Zaharie Ahmad Shah.

Captain Keane, who was born in New Zealand and was a fighter pilot and intelligence officer in the Royal Air Force, told The Australian the ATSB should now publicly admit the captain hijacked his own aircraft, flew it until it crashed and abandoned it outside the bureau's search area so it could not be found.

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commonwealth scientific and industrial research organisation

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This fisherman says he knows where MH370 went down

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MH370 investigators have been handed new information from a fisherman who claims to know where the doomed aircraft went down. Indonesian Rusli Khusmin said his crew witnessed the disaster on March 8, 2014, watching the Malaysia Airlines flight with 239 people on board "move like a broken kite".

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1. What I learned about this topic that most surprised me was how much information they have on the flight and all the aspects of the flight but they still cannot provide a conclusive definite answer as to what happened.
2. This topic is both relevant and interesting to me because my uncle is a pilot for United and has actually flown commercial planes in and around the area where flight 370 supposedly vanished.
3. Throughout my research, what I found to be most interesting were all of the conspiracy theories and the different takes on what may have happened.
4. From this research I am most likely to remember that there is never just one side and one take on an event and it is important to look at every angle.
5. I believe that of all the pseudoscience beliefs, Ideology is the most dangerous and unexplained is the least dangerous.
6. If I could pass one piece of knowledge inherited from this course onto any of my family members, it would be to critically analyze everything because you ever know what is truth and what is lie unless you really do some digging.

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Description:
Below is an article in which it is claimed that two ex Ottawa air crash investigators solved the mystery of flight 370 and say the crash was a deliberate act by one of the pilots
Connection:
This article relates to the proof by verbosity red flag, it provides mass amounts of evidence, both written and photographic that gives the appearance that with that much information their claim has to be true.

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The mystery of Malaysian Airlines Flight 370 has captivated the world for more than four years, but for two retired Ottawa air accident investigators, it all comes down to six seconds.

And the evidence from those final moments before the Boeing 777 disappeared into the Indian Ocean is irrefutable, say Larry Vance and Terry Heaslip.

"We call it an accident because that's our terminology. But this is a criminal act. It's not an accident," says Vance, a former senior investigator with the Transportation Safety Board, who has written a book on MH370 that will be published next week.

"If someone does this intentionally, you can call that suicide. The pilot took his own life and he took the lives of everyone who was on board that aircraft."

Just 20 confirmed and identifiable pieces of MH370 have been found since the plane and its 239 passengers and crew vanished on March 8, 2014. But those few pieces are enough, Heaslip said.

"When you start looking at them, there's a story in every one of them. And the story is consistent," said Heaslip, an expert on wreckage analysis who was the TSB's director of engineering when he retired in 1983.

Heaslip and Vance, along with their partner, Elaine Summers, another retired TSB investigator, began looking into the MH370 crash as a training exercise for their Ottawa consulting company, HVS Aviation.

The more they saw, the more they became convinced that the crash was a deliberate act by one of the pilots, whom they say likely killed his passengers by depressurizing the plane, then deliberately flew into a remote area of the Indian Ocean and ditched. Their theory flies in the face of the official story, which says the plane flew in a straight line until it ran out of fuel, then plunged vertically into the sea.

In the basement of Heaslip's Blackburn Hamlet home, the two men pore over photographs of the wreckage, maps of the flight path and schematic drawings of the aircraft. They've worked together so long, they sometimes finish each other's sentences.

Vance was the deputy lead investigator on Swissair 111 and wrote the TSB's final report on the 1998 crash off the coast of Nova Scotia that killed 229. He was also the one to give briefings to the families, something that made it clear the investigation was more than a cold analysis of engineering calculations and cockpit procedure.

"People accuse me of being insensitive to families," Vance says. "I don't mind taking the question, but if someone challenges me, I say, 'I don't need any lessons from you. How many grieving families have you talked to after an airplane accident? I've done it by the hundreds. Don't tell me that I don't have any sympathy. I've had people faint in my arms.' "

Among the pieces of MH370 that have washed ashore are the aircraft's right flap, a part of the wing the pilot extends when the plane is flying slowly before landing, and the adjacent "flaperon," which also is extended and used to control the plane in low and slow flight.

The largest piece of wreckage measured eight-by-12 feet, something that would be impossible to survive a high-speed vertical impact. Nor were the rounded leading edge of the flap and flaperon damaged, again indicating the plane hit the water low, slow and relatively level.

"When the airplane is coming in (vertically) at 300 to 600 feet per second, everything is shattering into a million pieces," Heaslip said. "In a third of second to half a second, it's gone. There's no way you could end up with a piece like this with the leading edge absolutely intact."

That the flaps were extended also means the pilot had fuel, electricity and hydraulic power when he put the plane down, again proving that the plane's tanks hadn't run dry, they say.

Heaslip and Vance relied on old-fashioned wreckage analysis for their theory, studying the stresses and fractures visible on the recovered pieces to deduce the forces that tore the plane apart. Not even the electronic data of a black box recorder can do that, Heaslip said.

"Wreckage analysis is a dying art. They're depending on the recorders. They tell you what happened - maybe. But they don't tell you the sequence or why things are happening. You need to be able to do wreckage analysis."

The crash data fits well with Vance's examination of the earlier parts of the flight, including how the pilot turned off the plane's transponder to make it invisible to radar before reversing direction and flying along the boundary of two separate air traffic control regions where the plane would be easily missed by controllers.

The wreckage of MH370 has never been found, despite years and hundreds of millions of dollars spent scouring the seafloor.

"What they're proving every day that they search is that their assumptions were wrong," Vance said.

The Ottawa team's work is not part of the official investigation, nor have they been paid for any of their research, but Vance hopes their findings provide some comfort to the families of MH370.

"This is an attempt by us to give some amount of closure by telling them what happened," he said. "Because if people in the end - I don't care who they are - if they know the truth it's better in the long run than if they never know what happened."

MH370 Mystery Solved will be available in bookstores next week and can be ordered online at hvsaviation.com/
bcrawford@postmedia.com
Twitter.com/getBAC

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Ottawa air crash investigators say they've solved the mystery of Flight MH370

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The mystery of Malaysian Airlines Flight 370 has captivated the world for more than four years, but for two retired Ottawa air accident investigators, it all comes down to six seconds. And the evidence from those final moments before the Boeing 777 disappeared into the Indian Ocean is irrefutable, say Larry Vance and Terry Heaslip.

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Below is a picture of a scam video that had been circulated around the internet, claiming that flight 370 was found in the Bermuda Triangle with all passengers alive.
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This picture connects to ancient wisdom in the way that for decades people have been claiming that ships and flights often get sucked into the Bermuda Triangle and disabled and, despite many modern claims disproving this many smart individuals back then did prove it, so it could actually be a possibility.

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Below is a video which discusses a report delivered by a prominent academic on what most likely happened to flight 370.
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This video relates to the red flag of appeal to authority. The media had a gentleman of high academic status, carrying the title of "doctor" provide a report in which people may find more probable due to who delivered it.

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Mystery Of Malaysia Flight MH370 FINALLY SOLVED