There are few things more monster to contemplate than an airline aviator going rascal and deliberately transmitting himself and 238 other mortals into a headlong death dive into the ocean.
But–once again–that is what is being alleged of Capt. Zaharie Ahmad Shah, the 53 -year-old pilot of Malaysia Airlines Flight 370, which is missing on the night of March 8, 2014, bequeathing the greatest mystery in the history of modern commercial-grade aviation.
This time the accuser is surprising: William Langewiesche, one of “the worlds largest” authoritative and respected aviation columnists, in a long report in the latest issue of The Atlantic .
After reading Langewiesche’s report, I am inclined to believe that there are few things more monster than blaming the captain on the basis of what amounts to little more than hearsay.
Throughout the report, Langewiesche follows the Malaysian custom-built of identifying person or persons by their first name rather than the last and this is the core of his indictment 😛 TAGEND
” The truth, as I discovered after speaking in Kuala Lumpur with people who knew him or are well aware of him, is that Zaharie was often lonely and sad … His wife had moved out … Zaharie seems to have become somewhat unplugged from his earlier, well-established life … There is a strong suspicion among investigates in the aviation and intelligence communities that he was clinically depressed .”
On the first anniversary of the disaster, the international squad under Malaysian leadership( it included experts from the U.S. National Transportation Safety Board as well as the British and French equivalents) produced a report, practically 200 pages long, as required by regulations, affording a technological profile of the flight and the airplane that was obviously severely limited by the absence of any physical remnants from the Boeing 777.
This report did, however, include a detailed and measured assessment of Zaharie. It gleaned a picture of a mortal at the pinnacle of a successful career, having progressed as a captain with impressive proficiency.
Zaharie had flown more than 18,000 hours on commercial jets, 8,659 of those hours on the 777, the airplane used for Flight 370.
There was nothing suspicious in his financial affairs. He had two the homes and three cars. He had two savings accounts and one current account. There was no record of his having taken out a life-insurance policy.
The investigators basically removed Zaharie from any suspicion of mass murder and suicide.
They recovered and examined surveillance video of Capt. Shah’s behavior at Kuala Lumpur Airport while he was preparing for four flights, includes the final one.” There “werent any” behavioral signs of social lonelines, altered in habits or interest, ego disuse, medicine or alcohol abuses” review reports stated, adding” There were no significant changes in his life style, interpersonal conflict, or household tensions .”
Yet Langewiesche casually dismisses this and calls it” either irrelevant or at odds with what was knowable about Zaharie .”
And what are likely to be ” knowable” about Zaharie? Langewiesche’s information is anecdotal without multiple sourcing 😛 TAGEND
” One of Zaharie’s lifelong friends, a fellow 777 chieftain whose identify I have omitted because of possible repercussions for him. He too believed that Zaharie was guilty, a conclusion he had come to reluctantly … It doesn’t make sense. It’s hard to reconcile with the man I knew. But it’s the necessary conclusion .” And then the anonymous captain adds,” Zaharie’s marriage was bad. In the past he slept with some of the flight attendant. We all do. You’re hover all over the world with these beautiful girls in the back. But his wife knew .”
” He agreed that this was hardly a reason to go berserk, but anticipated Zaharie’s emotional state might have been a factor .”
The fact that, a year after the occurrence, it is not possible to forensic occurrence against Zaharie is in great comparison to how Malaysian officials themselves( before an international team was assembled) reacted. Blaming the captains was their first instinct.
They staged a deliberately public attack on the captain’s home. Soon afterward, they said they had detected personal computers with a flight-simulator programthat Zaharie had used to rehearse a devilish plan to hijack his own airplane.
Langewiesche enthusiastically follows this same conspiracy theory. He explains that Zaharie’s Microsoft flight simulator had been downloaded by the FBI and disclosed several hundred roads he had flown on it, one of which roughly matched the flight path of MH370 over the southern Indian Ocean to nowhere.
He quotes Victor Iannello, an technologist and entrepreneur in Virginia, who analyzed that flight and concluded that it was the only one that Zaharie did not run as a continuous flight. Instead he “flew” it in a series of stages judging how much gasoline it would eat, Iannello said.
Once more, Langewiesche then undercuts an declaration by qualifying it:” Without a note of reason, Zaharie’s reasoning is impossible to know. But the simulator flight cannot be dismissed as a random coincidence .”
In fact, the FBI said it found nothing incriminating in the computer simulations, and certainly good-for-nothing that came close to the erratic course that the flight first followed.
You can be damned sure that the Malaysian authorities of that time, buried under a widespread swamp of corruption, would have persisted in blaming the aviators had there been any shred of proof to do so since dead men cannot ever rebut the smear.
Langewiesche makes a detailed analysis of the itinerary taken by the 777 from the time it departed its allotted flight path to Beijing. On the basis of no testify, because there is none, he concludes that Zaharie waited for his co-pilot, 27 -year-old Fariq Abdul Hamid, to leave the cockpit on a shatter and then de-pressurized the airplane, to create the condition in the passenger cabin known as hypoxia, in which the passengers and cabin crew( and presumably Hamid) would have first become unconscious and then, when the emergency oxygen supply from face masks objective, they would have died.
Langewiesche wraps up his theory by explaining that Capt. Zaharie, with a longer supply of oxygen in the flight crew’s system, then rehabilitated the airplane’s pressurization, leaving him the only survivor.
There has always been a serious flaw in the scenario of pilot-directed( or other) hijacking. Had Zaharie truly wanted to disappear his plane, he would not have been able stirred the sudden turn to the < em> left , as the airplane did, but to the right , where, flying over the South China Sea, he would have soon slipped beyond any radar coverage.
Instead, by turning left, the plane manager straight into airspace covered by overlapping radars based in Malaysia, Vietnam, Thailand, and Indonesia–as well as their air force, which could have shot down a hijacked plane.
Not only that, but the new navigational heading taken by MH3 70 was one identical to what is called Terminal Primary Approach for the nearest airport, Sultan Ismail Petra Airport at Kota Bharu–on the eastern coast of Malaysia. That would have been first choice for an emergency landing at night.
But no strive at an emergency landing was stirred, although the flight passed over at least two other possible emergency-landing airfields. The airliner never descended from sail elevation. This is just part of the enduring puzzle that cannot be explained and does not make sense–any more than Langewiesche’s scenario can be supported on any evidence.
There is also an unfortunate tone of condescension in Langewiesche’s ponders of Zaharie’s state of mind and actions:
” It is easy to imagine Zaharie towards the end, strapped into an ultra-comfortable seat in the cockpit, occupying his cocoon in the incandescence of familiar instruments, knowing that there could be no return for what he had done, and feeling no need to hurry …..”
And he implies that Zaharie sat there right through to the end and even encouraged to shaping the end more violent:
” There is some feeling, from fuel-exhaustion simulations that investigators have extended, that the airplane, if simply be alone, would not have been able dived quite as radically as the planet data suggests that it did–a distrust, in other words, that someone was at the controls at the end, actively helping to gate-crash the airplane .”
This is nonsense, and Langewiesche should have known so, since he recounts the importance of the sole source of physical proof that eventually came to light, when more than a score of pieces of debris from the 777 washed up on beaches in the western Indian Ocean.
One of the largest articles, an outboard wing flap, was found on Pemba Island off the coast of Tanzania, in June 2016. This was highly significant to investigators because this flap could only be activated for takeoff or property by command of the aviator. It could not be independently moved by the autopilot.
After several weeks of detailed scrutiny, examiners concluded that the flap had not been deployed, and therefore the plane had immersed into the ocean formerly its fuel was depleted without any human intervention.
Langewiesche, proposing the opposite, adds his own dramatic colouring by saying ” The airliner disintegrated into confetti where reference is made the water .”
That idea is absolutely baffled by the solidity of the parts of debris that survived. The main and heaviest specific areas of the plane, the engines and the fuselage, would therefore be shattered on impact, but never shredded like confetti. Confetti better describes Langewiesche’s detective work.
Of course, there have always been aviation industry interests that were all too ready to believe that the captains did it. That would let everybody else off the hook.