INMARSAT SAT DATA FOR MH370 AND DECOYS

A brief summary of R-Channel,

R-Channel



IOR-R1200-0-36D3 CH ID 8

40 OCCURENCES

FROM 00.00.13 TO 00.29.41

BFO RANGE 103-96
BTO RANGE 14820 – 14920

This indicates a plane at KL between midnight and half past possibly having taken off and bearing almost north

//////

IOR-R1200-0-36E3 CH ID 11

12 OCCURRENCES

FROM 00.07.15 TO 00.29.17

BFO RANGE 84-95
BTO RANGE 14820 – 14860

This indicates a plane at KL maybe taxiing but not taken off between midnight and half past

/////

IOR-R600-0-36F8 ID 8

(appears once)

02.25.27.421 LOG ON REQUEST - FLIGHT INFORMATION

BFO 142
BTO 17120

This indicates a plane 29.97 miles east of KL – this is 47.79 kms

[link to i.imgur.com]

(COMPARE WITH P CHANNEL IOR-P600-0-36FC
02.25.28. 852 ID10 LOG ON CONFIRM
02.25.29. 572 ID 10 - 02.25.29. 572 ID 10 - 02.25.30. 213 ID 10 - 02.25.30. 213 ID 10)



//////

IOR-R1200-0-36ED CH ID 4

37 OCCURENCES

FROM 00.29.49.907 TO 08.10.59

BFO RANGE 87-131 270 176-252
BTO RANGE 14940-15620 51700 12560-11500-18040

The 18040 ping puts a plane 42.3 miles east of KL which is 68kms

FROM 00.29.49.907 TO 01.07.48.907

BFO RANGE 87 – 131 BTO RANGE 14940 - 15620
THEN

02.25.34 LOG ON LOG OFF BFO 270 BTO 51700

This would be when MAS OPS contacts plane on east coast of Vietnam; this implies this R-Channel ID corresponds to contact with MAS OPS

02.27.03 LOG ON LOG OFF TO BFO 176 BTO 12560; 12520; 12500;

02.28.14 BFO 143 BTO 12480

THIS CONTROL POINT IS IN CONTACT WITH ANOTHER RPLANE WITH THE SAME TAIL NUMBER AT ROUGHLY 32.4 MILES WEST OF KL WHICH IS 52.14KM

03.41.02 LOLO ACK BFO 111 BTO BTO 11500

04.41.04 LOLO ACK BFO 141 BTO 11740

05.41.36 LOLO ACK BFO 168 BTO 12780

06.41.21 LOLO ACK BFO 204 BTO 14540

08.10.59 LOLO ACK BFO 252 BTO 18040

The 18040 ping puts a plane 42.3 miles east of KL which is 68kms

(COMPARE WITH P CHANNEL 386B)

This indicates at least 2 planes: one or other is active from 12.29am to 08.10 am. This plane flies east of KL and does not exceed the mainland before 1.07am and they do not exceed the western coastline

/////


IOR-R600-0-36FC ID 10

(appears once)

08.19.29.416 LOG ON REQUEST - FLIGHT INFORMATION

BFO 182
BTO 23000

This is 109.35 miles west of KL which is 175.98km which is longitude 103.25

[link to i.imgur.com]

(COMPARE WITH P CHANNEL - IOR-P600-0-36FC
08.19.31.572 ID 10 LOG ON CONFIRM- 08.19.32.212
08.19.32.212- 08.19.33.852 - 08.19.33.852 ID 10)


/////


IOR R1200-0-36F6 ID 10

(appears once)

08.19.37.443 LOG ON LOG OFF ACKNOWLEDGE

BFO- -2
BTO - 49660

(ACKNOWLEDGED BY P-CHANNEL 26 RESULTS: IOR-P10500-0-386B)



All of these contact points can be traced and verified and no doubt they will be.


xx

Please note - when I give a horizontal distance - you need to draw a line straight up and down from that horizontal point - then using the other flight data and assuming reasonable flight speed - work out furthest northerly or southerly points.

xx

This post explains why the anomalies are there - the contact point registering with more than one plane which have previously registered with a particular tail number - hence both or more planes all record the contact with this radar point: IOR-R1200-0-36ED CH ID 4 obviously being MAS OPS

We can see that MAS ops contacted more than one plane when asked to enquire about it - and that they have lied or been told to lie or with-hold info.

xx

Please note that while theoretically you can go north or south - you cannot go so far as to go past the ping point distance - i.e if you go too far you get another ping point.

So, for example:

IOR-R600-0-36FC ID 10

(appears once)

08.19.29.416 LOG ON REQUEST - FLIGHT INFORMATION

BFO 182
BTO 23000

This is 109.35 miles west of KL which is 175.98km which is longitude 103.25

[link to i.imgur.com]

(COMPARE WITH P CHANNEL - IOR-P600-0-36FC
08.19.31.572 ID 10 LOG ON CONFIRM- 08.19.32.212
08.19.32.212- 08.19.33.852 - 08.19.33.852 ID 10)


You can go up or down on the 103.25 longitude but not so that you exceed the 23000 arc.

This plane at 8.19 am was nowhere near the final ping arc.

For example the furthest north you could go would be the Gulf of Thailand.

xx

i will give the P-Channel and T-Channel info shortly.


xx

P CHANNELS X3


426 RESULTS FOR P CHANNEL - IOR-P10500-0-3859

(ANOTHER R CHANNEL REQUEST AND ANOTHER T CHANNEL ISSUE -
IOR T1200 0 3718 WHICH ALSO GOES BEGINS AT 00.29.46. AND GOES TO TO 1.07/ 02.05)

SUMMARY:

LOG ON at midnight then

259 results before:

00.27.59.905 - reservation forthcoming - followed by T channel assignment

21 more results then T channel assignment again!!
data continues to 12.55 then to 1.07 then to 2.03 2.04 2.05 ends here after requests to acknowledge - this P channel has no more results after 2.05am

this could be the flight that matches info of last radar at 1.19 that flight aware has going for 40 more minutes - then no more acknowledging.

This plane was lost from radar at 1.07 - however when this info for this P CHANNEL ENDS COMPLETELY at 2.05 - the next one begins:

----


P CHANNEL RESULTS FOR IOR-P600-0-36FC APPEARS 10 TIMES:

02.25.28. 852 ID10 LOG ON CONFIRM
02.25.29. 572 ID 10
02.25.29. 572 ID 10
02.25.30. 213 ID 10
02.25.30. 213 ID 10

08.19.31.572 ID 10 LOG ON CONFIRM
08.19.32.212
08.19.32.212
08.19.33.852
08.19.33.852




///

P-CHANNEL 26 RESULTS: IOR-P10500-0-386B

(THIS CHANNEL COINCIDES WITH T CHANNEL IOR T 1200-0-36-D7 WHICH BEGINS AT MIDNIGHT AND 27 SECONDS AND FINISHES AT 2.28.11 )

02.25.35.408 - ID 10-lo/lo (after R channel log on request at 02.25.27.421 ID 8 then R CHANNEL lo/lo 51700 - ID 4 -
02.25.34.461 acknowledge lo/lo after P-CHANNEL IOR P600-0-36FC lo at 02.25.28)

02.27.04.907 ID 10
02.27.06.407 ID 10
02.27.06.407 ID 10
02.28.06.407 ID 10
02.28.11.907 ID 10
02.28.12.907 ID 10
02.28.12.907 ID 10

the next four readings are for ground to air initiated telephony - not answered - all sent to ges ID 301 - not 305 as per the rest of the data:

02.39.52.907
02.39.52.907
02.39.52.907
02.39.52.907

02.39.58.407 ID 10 but 301 ? channel release followed by C channel flurry


02.40.55.407 ID 10 but 301 - call progress channel release followed by C channel flurry


then


03.41.00.910 ID 10 - lo interrogation - followed by R channel acknowledge ID 4 microseconds later

04.41.00.907. ID 10 - lo interrogation - (followed by R channel acknowledge ID 4 microseconds later)

05.41.24.907 ID 10 lo (followed by R channel ID 4 acknowledge microseconds later again)

06.41.19.907 ID 10 lo interrogation (- followed by R channel acknowledge ID 4 microseconds later)

07.13.58.407 - ID 10 - access request call announcement - telephone

07.13.58.407 - ID-10
followed by C channel release i.e to make calls

07.15.00.907 ID 10 305 - call progress channel release followed by C channel flurry

08.10.58.000 ID 10 log on request (with R channel 4 acknowledge)


08.19.38.407 ID 10 lo/lo acknowledge (right after R channel ID 10 - lo/lo acknowledge - request at 08.19.29.416 and acknowledge at 08.19.37.443 - R Channel 10 here pings from 49660 - ID 10 has just logged in after ID 4 logged out as per above)

09.15.56.000 ID 10 no response to interrogation

09.16.06.000 no response

09.16.15.000 no response

this seems to be the plane that landed then took off again then landed again - then who knows - black box removed? Maybe it is simply from this point that it no longer responds to MAS OPS

This plane seems to be one definitely in touch with MAS OPS and this is where the hijack occurred?

where i have put "lo" - i mean log on log off.


xx

I have re-summarised that last set of P-CHANNEL INFO HERE:



P-CHANNEL 26 RESULTS: IOR-P10500-0-386B CHANNEL 10


from 02.25.35am to 08.15.00am

02.25.35 log on log off (after R channel 4)

02.27

02.28 T channel assignment - see below

02.39.52 requests access to C channel

03.31 log on log off with R channel 4 acknowledge

04.41 log on on off with R channel 4 acknowledge

05.41 log on log off with R channel 4 acknowledge

06.41 log on log off with R channel 4 acknowledge

07.13.58 access request call announcement - c channel assigned and released at 07.14.00

07.15.00.907 ID 10 305 - call progress channel release followed by C channel flurry

08.10.58.000 ID 10 log on request (with R channel 4 acknowledge)

08.19.38.407 ID 10 lo/lo acknowledge (right after R channel ID 10 - lo/lo acknowledge - request at 08.19.29.416 and acknowledge at 08.19.37.443 - R Channel 10 here pings from 49660 - ID 10 has just logged in after ID 4 logged out as per above)

09.15.56.000 ID 10 no response to interrogation
09.16.06.000 no response
09.16.15.000 no response


This implies that this plane is no longer in touch with MAS OPS on channel 4 but is in touch with another contact


Here is R channel ID 10:



IOR-R600-0-36FC ID 10

(appears once)

08.19.29.416 LOG ON REQUEST - FLIGHT INFORMATION

BFO 182
BTO 23000

This is 109.35 miles west of KL which is 175.98km which is longitude 103.25

[link to i.imgur.com]

(COMPARE WITH P CHANNEL - IOR-P600-0-36FC

08.19.31.572 ID 10 LOG ON CONFIRM- 08.19.32.212

08.19.32.212- 08.19.33.852 - 08.19.33.852 ID 10)


/////


IOR R1200-0-36F6 ID 10

(appears once)

08.19.37.443 LOG ON LOG OFF ACKNOWLEDGE

BFO- -2
BTO - 49660

(ACKNOWLEDGED BY P-CHANNEL 26 RESULTS: IOR-P10500-0-386B)


Again, here it seems that this ATC contact point - which is not MAS OPS is in contact with 2 planes at this time - both in different places - as per when MAS OPS contacted the plane to the east coast of Vietnam between 2.25 and 2.35 while also in touch with another plane which was much closer to Butterworth at the same time.


xx

Before I post the T channel info which I need to double check anyway: the info so far suggests that MAS OPS were duped.

They were most likely to have been led to believe there was a dodgy cargo, which the GRU had alerted them to as they had done to China because of the dead navy seals at the Maersk Alabama with cargo headed for MH370 - this was a red herring to get MAS OPS to go along with sending a decoy plane.

Malaysia realised they had been duped when they attempted to contact the other plane after 8.19am and kept receiving no reply because it had changed to contact with another R Channel.

They later would have put 2 and 2 together and realised that the decoy was in trouble, because of those who had led them to believe they were doing the right thing before hijacking the other plane away - maybe with hostages on it.

When the plane took off at 7.15 in the morning - there were 2 - there was another decoy.

That is four planes - we do not have details for all of these.

xx

If China got angry with Malaysia and blamed them - they were wrong - if they dumped those people in the sea - they were wrong to retaliate against Malaysia this way etc etc

xx

If they sent the plane back and it got shot down or exploded - then we know why - because some of the passengers had been hijacked and this would give it away.

xx

Spend a good few minutes comparing between these sets of data for the T CHANNEL INFO:





IOR-T1200-0-36D8 CHANNEL ID 8

77 OCCURENCES

STARTING AT 00.01.24 UNTIL 1.07.15

PINGS GO FROM 9800 TO 10600 (14800-15600 EQUIV)
on the move at 00.40 and by 1.07 is no more than 10.8 miles east horizontal to KL (Waypoint PIBOS?)

---


IOR-T1200-0-36FA CHANNEL 10

28 OCCURRENCES

STARTING AT 00.28.10 UNTIL 00.56.13

this channel pinged for 28 minutes from 00.38am to 00.58 am from 9920 to 10220

Notice that the last 10220 ping at 00.58 is the same ping given at 00.55 by the following T Channel - this implies 2 planes one behind the other - one reaches this waypoint at/towards PIBOS and turns west while the other continues:


------

IOR-T1200-0-3718 channel ID 12

107 OCCURRENCES BEGINNING AT 00.29.46 TO 01.07

PINGS 9900 TO 10620

00.55 - 10220

01.07 10600/ 10620/

is this the plane that turns west while the one above keeps going as per the following:

---

IOR-T1200-0-36D7 - CHANNEL ID 8

213 OCCURRENCES

FROM 00.00.27 TO 02.28.11

PINGS START AT 9820 -

43 OCCURRENCES UNTIL 00.29.27.988 - 9940

00.42 - 9980 THEN 9940/ THEN 9960/

00.55.43 -10240/10200/10240/

01.07.23 - 10640

02.28.10 - 7540

SO THIS PLANE FLEW NORTH OR EAST/ NORTHEAST TIL 1.07 THEN TURNED AROUND AND WENT BACK WEST OF KL AND STOPPED USING THIS CHANNEL AT 2.28am after travelling 41.85 miles horizontal of where it was at 1.07 which was about 11 miles east og KL horizontal - so 41.85 - 11 = 30.85 miles west of KL. This may be because MAS OPS contacted the plane on the East of Vietnam around this time and so this plane went on to another channel. Notice that at 2.39/2.40am there is action going on about another extra 14 miles west.


This shows the tail number change

It is hard to know which plane is which here - because a plane assigned a T channel at midnight which is then assigned another T channel at say half past the hour half an hour later and another say 20 minutes later - will all show up on the satellite data if they were logged in as the same flight with the same tail number - you can see what is going on though.

If R-channel ID 10 (both of) re-assigned T Channels after this - we do not know

By now some of you will have done the maths and worked out the Butterworth and U-Tapao potential.

I will post more details later but I need a nap.

I think what happened next was that China realised what had happened and got together with Malaysia and India and arranged for MH16 to stop in India and for the dead to be put on the plane. It is possible the passengers from this flight if there were any - were taken hostage.

Then 9MMRC flew into Amsterdam acting like it was MH16 arriving to become MH17 - this plane after take off was diverted to Germany to Berlin.

It is possible this plane was going to have an incident with 9MMRD as it flew in the next day - we don't know.

I think 9MMRD (which may well indeed have been 9MMRO with changed paint) was going to land in Amsterdam delivering the dead - indicating that it is felt the Netherlands had a hand in the whole MH370 decoy hostage taking of the Freescale people:

connections - Dutch being put in charge of search - Maersk Alabama owned by Dutch.

Modi or Indian Intel would have been the double agent informing about the plan - and so a military plane went in and shot down the plane full of the deceased - and film was shot and released for all the world to see - dead bodies - bags of blood - the clipped passports - maybe of hostages en route from KL.

The plane may have been travelling under the guise of a flight from KL to Frankfurt.

The AI tail following from India - supposed to be Delhi to Birmingham was not this plane but using its tail as ATC said this flight was not given this path - it was an informant plane - possibly Indian military - possibly MiG - possibly shot down German Milit that shot down 9MMRD - we don't know.

Ar 08.19am in the morning - when the plane which had been to Butterworth/ U-Tapao changed R Channel and could no longer be contacted by MAS OPS they then reassigned the tail number to locate the decoy and it pinged from -2/49660

49660 is the location as per flight radar here at 1.50 - just off the coast of Vietnam:


16:50 3.3878 101.9058 26° Northeast 394 453 17,800 2,237 Climbing FlightAware ADS-B
16:50 3.4286 101.9253 26° Northeast 396 456 18,700 2,182 Climbing FlightAware ADS-B
16:51 3.4807 101.9496 25° Northeast 402 463 19,800 2,164 Climbing FlightAware ADS-B
16:51 3.5325 101.9736 25° Northeast 408 470 20,900 2,031 Climbing FlightAware ADS-B
16:52 3.5924 102.0018 26° Northeast 418 481 22,000 1,754 Climbing FlightAware ADS-B
16:52 3.6466 102.0276 25° Northeast 426 490 22,800 1,846 Climbing FlightAware ADS-B
16:53 3.7073 102.0563 25° Northeast 427 491 24,000 1,846 Climbing FlightAware ADS-B
16:53 3.7630 102.0825 25° Northeast 433 498 24,800 1,574 Climbing FlightAware ADS-B
16:54 3.8187 102.1087 25° Northeast 440 506 25,600 1,400 Climbing FlightAware ADS-B
16:54 3.8740 102.1346 25° Northeast 448 516 26,200 1,300 Climbing FlightAware ADS-B
16:55 3.9316 102.1618 25° Northeast 454 522 26,900 1,406 Climbing FlightAware ADS-B
16:55 3.9968 102.1926 25° Northeast 458 527 27,700 1,378 Climbing FlightAware ADS-B
16:56 4.0740 102.2289 25° Northeast 465 535 28,600 1,360 Climbing FlightAware ADS-B
16:57 4.1430 102.2615 25° Northeast 469 540 29,400 1,219 Climbing FlightAware ADS-B
17:01 4.7015 102.5251 25° Northeast 468 539 35,000 997 Climbing FlightAware ADS-B (WMKP / PEN)
17:02 4.7073 102.5278 25° Northeast 468 539 35,000 Level FlightAware ADS-B (WMKP / PEN)
17:50 6.9298 103.5901 25° Northeast 471 542 35,000 Level FlightAware ADS-B


The burst the next morning was from the same place - but minus 2 - it was down and under water from where it went down the night before as told by other evidence and witnesses.

The black boxes and dead were retrieved and kept then put on the flight from India 4 months later in a gesture of anger and despair.

They want their hostages returned and the Dutch want their hostages returned as do all the nations who have people involved - as do all the people who do not think civilian human beings are there to be used as pawns in the fight for technology and money.

There are better ways to share technology than by stealing the brains that know it.

xx

All of this explains why the pilot was training for special landings - and then there were those who attempted to lay blame at his door.

There are no words for any of this.


The anomalous ping 51700 - yes maybe two planes left Malaysia together - one a few minutes after the other - maybe even one was told they had a military escort - and it was this escort that shot them down.

Alternatively MAS OPS could have contacted the air port at the 51700 point on East of Vietnam and simply requested for a plane to log in on that tail number for a bit.

If you check the location of that ping as given by MAS OPS at 2.33/2.35am - there is an airport there. This ping would be registered against the flight number as would all the info from all the planes using that ID during those hours.

xx

If MODI was the double agent in the above plot - then AI113 could be the military plane that shot down the plane of dead as it tailed it from behind - preventing it from arriving in Amsterdam.

As insurance MODI was asked to fly out of Berlin and he flew on plane AI1 probably with tail number MH17 and witnessed it all happen - as per pic shots and onfo on other threads.

xx


Everyone is a clever double agent until shizzle goes down.


xx

It is also possible there were no passengers on the decoy plane.

It is then possible that all the passengers were hijacked - maybe some diverted to other destinations - holding camps etc. maybe some dumped in the sea - who knows - we are discussing evil things here unfortunately.

The dead in the Ukraine had had their blood removed - this happens when you are alive - before you are dead and not after.

If Vietnam was involved to any extent - such as with assigning a number to a plane so that it can give a ping or not revealing relevant data or truth etc it might also explain this:

Thread: MH370 and the Melbourne airport incident

The Melbourne to Ho Chi Minh plane on fire incident which a passenger saw and alerted staff about.

This again infers Australia's involvement - because this is the truth about how intel services operate - they are the terrorists and they manipulate their economies like this.

xx

Then they muster armies of other people's innocent sons and daughters to fight the wars they start with their greed.

--


C CHANNEL tx and rx 136 occurrences
RX

80 OCCURRENCES

02.39

02.40


07.15

-----

TX

56 OCCURRENCES

02.39

02.40


07.14


-----

These times coincide with Butterworth and U-Tapao /landing/take off/ times and are probably Military Channel exchanges going on or where people can use their phones once landed ???

I think that RX means the contact to the plane and tx means contact from the plane - so probz not mobiles but military permission to take off - primary radar air traffic control

then we have:


IOR-3730-21000 (X50)

ONLY EXCHANGES AT 02.39 AND AT 02.40

//

IOR-373E-21000 (X36)

ONLY EXCHANGES AT 02.39

//

IOR-3737-21000 (X50)

ONLY EXCHANGES AT 07.14 AND AT 07.15


This implies that two planes too off from Butterworth at 2.39/ 2.40 - one going to U-Tapao which lands then takes off at 7.14.15

I was going to do all the maths again but it pretty close to what it was before on the other thread.

It is possible that the MH17 incident was arranged between India and Europe without the involvement or knowledge of China or Malaysia.

You see - a decoy goes down in the sea off Vietnam; then the real Boeing is around about; the passengers are divvied up into groups - some go Diego Garcia; some go Australia and some go across the Bay of Bengal to India. They go by different planes which they have been transferred to.


The indication is that it was MH370 Boeing 777 which went across the Bay of Bengal though.


Then India did a deal with the west to arrange the false flag. I use the "west" in the usual general sense.

So then India hijack MH16 - they tell Malaysia there has been an incident so they send replacement 9MMRC to Amsterdam.

India has rigged 9MMRO to look like 9MMRD and they now have more people to bleed to death who they took off 9MMRD MH16 inbound to Netherlands Amsterdam.

Netherlands arranged for 9MMRC to be swapped for other plane while India followed 9MMRO/D across into Ukraine and shot it down with one of their planes pretending to be AI113.

Or possible intercept up from the Black Sea as per operation seabreeze operating that day.

That would mean that while no one died from Amsterdam that day - those flying back to Amsterdam were hijacked and are in the hands of people who bleed people to death and put their blood in bags.

From this we could assume the MH370 passengers divvied up to India are deceased. What about the others?

Potentially how many now?


xx

Cross reference with references on this thread from this page:


Thread: UPDATE! MOSSAD PLOT TO PREVENT? ASSAULT ON TEMPLE MOUNT WITH LOST PLANE ON The Countdown Website OMG!!! (Page 15)

Thread: Inmarsat Satalite Data Proves MH370 landed UPDATE PAGE2 MH16 HIJACKED HOSTAGES



There is some maths in there too - when it goes wrong it helps to show how people came to the wrong conclusions about where the plane ended up.


xx

It is not definite from the figures that Butterworth was the landing point - there may be other landing places - and I don't know how big Butterworth is or how much area it covers; I am guessing there are other places.

There is some indication however that two planes at Butterworth both took off simultaneously or one after the other - one pinging then turning off its T Channel tail number - heads up over Bay of Bengal not on sat ping data but noted by military intel - the other - if you check the pings - comes on a horizontal direction back towards KL - but when the vertical or North direction is factored in - this takes you to U-Tapao. 14540 pings = 48.6 miles west of KL

14900-14540 = 360/1000=0.36 x 13.5 = 4.86miles west = 7.82 kilometres at 4.41



02°44′36″N 101°41′53″E KL iNt

03°07′52″N 101°32′53″E Sultan Abdul Aziz Shah

03°06′41″N 101°42′10″E Simpang/ RMAF Sungai

12°40′47″N 101°00′18″E U-Tapao



These coordinates show how you can be travelling north with very small degrees of divergence from the ping arcs but actually be in a different location - so to get a better idea is to factor in flight time - difference in time between pings - and then see if there is any activity such as C channel or R channel.


xx

This is why it is difficult to interpret the sat data between midnight and official take off - because if there are say 3 planes - all registering tail numbers then changing them - and they are taking off at different times but travelling north - they appear to be still at the airport - and then when they take off the tail number and someone else logs on with it and another one follows that one etc - it is hard to see which plane is which.

before take off 14860; 14840;14820;14780; 14800;14820
00.40.00 approx – cleared for take off
00.42.48 14900 14900 14920 14940
00.43.12 14920

I have only written a few down there - but in fact there were about 80 similar readings before 00.43am

At least one plane had already left earlier and headed north.


xx

Bingo.



I was about to say that technically speaking - the planes logging in as tail number MH370 could have been logging in from take-off from different airports - if they are along the same or similar ping zone - so i checked:

IOR-R1200-0-36D3 40 OCCURRENCES STARTING FROM 00.00.13 TO 00.29.41

00.00.13.406 LOLO ACK 14820

00.00.17 14740
00.00.17 14780
00.00.18 14820
00.00.22 14740
00.00.23 14820 acc req/assign
00.00.01 14780 acc req/ and asign

and so on until 00.07.11 then
00.29.41 access request 14920


At 00.00.13 this radar ATC point logs in with P channel IOR-P10500-0-3859 and this log in is acknowledged

At 00.00.23 a T channel is assigned to P channel IOR-P10500-0-3859 by this radar point.

The data indicates this plane is flying. This means data is being received for a plane flying with MH370 tail well before official take off time.

Then at 00.07 the following R-Channel kicks in:

IOR-R1200-0-36E3 - 12 OCCURRENCES FROM 00.07 TO 00.29.17

00.07.15.907 11/8 OCTET/84/14820
00.07.20.407 11/ACK USER DATA/ 84/14840
00.07.20.907 11/11 OCTET/84/14800
00.07.21.408 14840
00.07.21.908 14840
00.09.37.407 85/14840
00.09.46.907 14840
00.11.03.907 14840 ACCESS REQUEST
00.11.13.403 14860
00.27.59.407 88/14920 ACCESS REQUEST
00.28.15.909 85/14860
00.29.17.407 95/14860

At 00.09.37 to 00.09.41 this radar channel gives the above plane a new tail number - a new T channel assignment



P-CHANNEL 26 RESULTS: IOR-P10500-0-386B

(THIS CHANNEL COINCIDES WITH T CHANNEL IOR T 1200-0-36-D7 WHICH BEGINS AT MIDNIGHT AND 27 SECONDS AND FINISHES AT 2.28.11 )

02.25.35.408 - ID 10-lo/lo (after R channel log on request at 02.25.27.421 ID 8 then R CHANNEL lo/lo 51700 - ID 4 -
02.25.34.461 acknowledge lo/lo after P-CHANNEL IOR P600-0-36FC lo at 02.25.28)

02.27.04.907 ID 10
02.27.06.407 ID 10
02.27.06.407 ID 10
02.28.06.407 ID 10
02.28.11.907 ID 10
02.28.12.907 ID 10
02.28.12.907 ID 10

This is the plane that pinged to the end - last changing its tail number at 02.28.06.407 via radar point IOR-R1200-0-36ED 37 occurrences CHANNEL 4

the 2.28 tail number change happened about 31.05 miles west of KL and was in touch with radar point IOR-R1200-0-36ED until 8.10am when there was a log on/ log off

This radar point was first in contact with another at plane at 00.29.49.907 before swapping the tail numbers later.


It was this Radar point that picked up the last ping - so this radar point needs to be located -

R-CHANNEL IOR R1200-0-36F6 (appears once)

08.19.37.443 id 10 LOG ON LOG OFF ACKNOWLEDGE -2/49660

I am guessing this radar point must have logged in the plane engine details to the tail number to get this ping ?? Or that the ping was sent after someone else logged in the plane with the tail number...


Notice that at 08.10.58 when plane P386B logs off at 18040 pings - another plane logs on 9 minutes later at 23000 pings - being P-36FC - this is the plane from 02.25 involved in a tail number swap at that time.


It is therefore possible that the BFO burst frequency offset numbers are also accurate measurements of distance - but they contain readings for more than one plane - so it is just a matter of separating out the details - hard because the sat intel doc is a pdf and info cannot be C and P to make things easy and quick.

xx


[link to www.dca.gov.my]


The distance of the last ping for the plane 386B 3.14 lol ping units east of kl = 42.73 miles - east of 101.69 longitude.


A full extraction of all the info will explain where all the planes were - came from - went to - but this doesn't help now - except to show - that it all happened like a highly organised military operation - and people/ cargo were kidnapped - stolen - .......


xx

Does this site actually exist?

Can't even post a thread now

[link to imgur.com]

so the 2 pings 18040 and 23000 are 2 different planes because of the tail number swap - one is about 43 miles east of longitude 101.69 and one is about 109.35 miles east of the same longitude - so these 2 planes are about 66 horizontal miles apart between 8.10 and 8.19am and so that is not the direction taken by the 18040 ping plane - 386B


xx

Well so far as flight P386B is concerned - IT WAS ALL ABOUT THE CARGO - the cargo the seals died for - and that GRU tipped off China about - and the reason why the plane was going to be diverted to Hainan - with Russia looking in - I said this months ago - kept getting ban hammer after ban hammer - so china told US that the cargo was observed and so then it had to be re-directed - and it was:


BFO

BFO MARKERS:

51700 – 273 LATITUDE 14.9

14900 –

386B

03.41.00 11500 – 111
04.41.00 11740 – 141
05.41.24 12780 – 168
06.41.19 14540 – 204
08.10.58 18040 – 252 109 MILES EAST OF KL

I AM GOING TO CALL KL 90 BFO AS UNSURE – TOO MANY PLANES PINGING TO KNOW EXACT

SO THEN LATITUDE 2.7433 is 90 BFO and Latitude 14.9 is 273 BFO

DIFFERENCE IN LATITIDE -= 14.9 – 2.7433 = 12.1567

VERTICAL DISTANCE BETWEEN 2.7433N AND 14.9N = 1352 km –

1352/12.1567 = 111.21 kms = 68.97 miles per BFO

252-111= 141 BETWEEN 3.41AM AND 8.10

141X68.97= 9724.77? 4.5 hours cross with horizontal distance - = 2143 km -= 1331

1331/4.5 hours = average 295.7 mph

OMG

18040 – 14900 =

42.39miles = 68kms

=

[link to i.imgur.com]

I think you and your work is amazing.

I have been banned - thanks to a my bad behavior and...

I don't think web desiginers or seers bother with the truth of math or maths as you call it.

God b w u.

Flight P386B started around midnight - flew towards PIBOS and changed tail number - appeared again at 2.25am to 2.40am took off from inside Malaysia - maybe landed at U-Tapao - who cares - then it headed up into China.


Cargo diverted and delivered.


That would mean then that it was Russia and India who hoisted MH16 - Russia duped Modi knowing he couldn't be trusted - MODI told US allies - a shootdown was arranged - and there - instead of an exploding plane headed for the west - was a plane full of evidence about MH370 - there were the dead bodies from the plane shot down in the sea - while the cargo got re-directed.

It looks like China didn't expect the shoot down of the passengers and so signed oil deal with Russia. Or Russia had intel and black mailed them - one or the other.


??

To clarify - the BTO is horizontal distance - the BFO is vertical - the cargo went to China - the people got shot down - maybe a few got separated and saved - I don't know.

xx

so this post



from this page

Thread: UPDATE! MOSSAD PLOT TO PREVENT? ASSAULT ON TEMPLE MOUNT WITH LOST PLANE ON The Countdown Website OMG!!! (Page 19)

with a heading through the north of Laos was correct but the next bearing was a different plane at the 23000 ping

So:

One plane gets shot down while another continues and is diverted to Hainan where the Russians inspect the mango cargo

One goes to China - and maybe the one which swapped tail numbers with this did go to Diego Garcia - maybe with Phil Wood on it - maybe with others - we don't know.

xx

I think the exact coordinates for this

[link to www.movable-type.co.uk]

would have included a stop at U-tapao - with one plane then going up to China and one going elsewhere. The map is just the gist of it from 2.39am - 8.10am - the plane was also elsewhere than that at 4.41am - possibly U-tapao/ Thailand.


xx

Thanks dude - GBWY too.


xxxxx

P CHANNEL IOR-P10500-0-3859

this plane left KL and went on the scheduled path - after 1.07 it made many attempts to be acknowledged but was not responded to - it was ignored until 2.06 then no more data.

Its last message was RQA Request For Acknowledge. It made ten such requests. All ignored. :(

MAS OPS gave it a new tail assignment at 01.07am and this is why it appeared to have turned off its acars.
Final known location: south coast of Vietnam





P CHANNEL IOR-P600-0-36FC

this plane took the tail number at 2.25am and again at 8.19am pinging at 17120 and 23000 respectively. This was the decoy for the plane below which was at different places at both times: final destination unknown but final ping is 109 miles east of KL - vertical distance unknown. This was also the decoy for the first plane which left out of KL above because it comes on at 2.25 implying the plane is ok - when it potentially isn't.





P-CHANNEL IOR-P10500-0-386B

this plane began at 2.27am and flew into China - no replies after 8.10am

Also note - while almost all the data refers to flight 305 - this flight was listed between 2.39 and 2.40am as flight 301

I don't know the P CHANNEL address for the east coast of Vietnam ping 51700. If P CHANNEL IOR-P10500-0-3859above - was assigned yet another tail number and ID I still think it would have kept pinging - although it was technically in an area with a radar block as reported by Spratley Islands.

If a completely unidentified plane was with this one and shot down - then this could be the plane that pinged on its way to Hainan as per the scheduled planned diversion by China.

Or this plane was returned and shot down the next morning?

xx