Is there some serendipity in the air today ?
Dr Neils R. Tas has just published an ADDENDUM to his original paper, available from the link here.
http://www.science4u.org/startpagina.html
In it, he makes two fundamental points. Points that I have been arguing and "banging heads" over with people for ages. FINALLY, and thankfully, someone with some "professional standing", has at last acknowledged the significance of these issues.
Point 1
<QUOTE_1 (PAGE_1)>
The main assumption made in [1] as well as in this document are:
‐ The Inmarsat data [2] originates from 9M‐MRO and the satellite communication equipment was operating as normal and known from previous flights, perhaps except for a few short periods just after the log‐on initiations.
‐ It is not certain that the military (primary) radar data relates to 9M‐MRO. Therefore, its use should be avoided in flight path analysis.
<end QUOTE_1>
Point 2
<QUOTE_2 (PAGE_8)>
Section 3: Possible flight paths before 19:41 UTC
By ignoring the radar data, we are currently left with no information on the location of MH370 between 17:22 UTC and 18:25 UTC, and only sparse and limited information from 18:25 UTC onwards based on the satellite communication meta‐data. The range of possible18:25 UTC positions can be limited based on an estimate of the maximum groundspeed (assumed to be 520 knots) and the last known 17:22 UTC position (assumed to be IGARI). A simple calculation shows a northern limit of N10.8 degrees on the 18:25:27 "ping ring" and a southern limit of N1.4 degrees on the same ping ring (10 km altitude).
<end QUOTE_2>
These two fundamental issues have to be acknowledged by the wider "search community", and thrashed out, if we are to ever find MH-370. The "radar" has totally BIASED all thinking to this point. This BIAS must be removed.
Now, will the ATSB / DSTG finally pull their heads out of the Malaysian "radar quick-sand come quagmire", and do what I asked ages ago, and repeated only 3 hours ago ?
LOOK AT MY SOUTHERN FMT !!
Foley, Please, ,,,,, pretty please.
Dr Neils R. Tas has just published an ADDENDUM to his original paper, available from the link here.
http://www.science4u.org/startpagina.html
In it, he makes two fundamental points. Points that I have been arguing and "banging heads" over with people for ages. FINALLY, and thankfully, someone with some "professional standing", has at last acknowledged the significance of these issues.
Point 1
<QUOTE_1 (PAGE_1)>
The main assumption made in [1] as well as in this document are:
‐ The Inmarsat data [2] originates from 9M‐MRO and the satellite communication equipment was operating as normal and known from previous flights, perhaps except for a few short periods just after the log‐on initiations.
‐ It is not certain that the military (primary) radar data relates to 9M‐MRO. Therefore, its use should be avoided in flight path analysis.
<end QUOTE_1>
Point 2
<QUOTE_2 (PAGE_8)>
Section 3: Possible flight paths before 19:41 UTC
By ignoring the radar data, we are currently left with no information on the location of MH370 between 17:22 UTC and 18:25 UTC, and only sparse and limited information from 18:25 UTC onwards based on the satellite communication meta‐data. The range of possible18:25 UTC positions can be limited based on an estimate of the maximum groundspeed (assumed to be 520 knots) and the last known 17:22 UTC position (assumed to be IGARI). A simple calculation shows a northern limit of N10.8 degrees on the 18:25:27 "ping ring" and a southern limit of N1.4 degrees on the same ping ring (10 km altitude).
<end QUOTE_2>
These two fundamental issues have to be acknowledged by the wider "search community", and thrashed out, if we are to ever find MH-370. The "radar" has totally BIASED all thinking to this point. This BIAS must be removed.
Now, will the ATSB / DSTG finally pull their heads out of the Malaysian "radar quick-sand come quagmire", and do what I asked ages ago, and repeated only 3 hours ago ?
LOOK AT MY SOUTHERN FMT !!
Foley, Please, ,,,,, pretty please.