Mar 17 2014
‘TERRAIN MASKING’ theory: Malaysia Airlines 370 flew at or below 5,000 feet to avoid local radar systems
New Straits Times is now reporting a theory that the missing Malaysia Airlines MH 370 may have been flying at 5,000 feet (or below) possibly using “terrain masking” to avoid local radar over three countries citing local sources in Malaysia. If true, this would raise the aspect of a terrorist takeover.
New Straits Times All countries in the area, including India and Pakistan, have stated there was no flight over their respective areas. Maybe that’s because the flight dropped to 5,000 feet after turning back from Kuala Lumpur-Beijing route on March 8. Malaysian Airlines flight MH370 dropped to an altitude of 5,000 feet, or possibly lower, to defeat commercial (secondary) radar coverage after it turned back from its Kuala Lumpur-Beijing route on March 8.
Investigators are poring over the Boeing 777-200ER’s flight profile to determine if it had flown low and used “terrain masking” during most of the eight hours it was missing from the radar coverage of possibly at least three countries.
Top officials, who make up the technical team that had been holed up from morning till late at night here, are looking at the possibility that the jetliner, carrying 239 people, had taken advantage of the busy airways over the Bay of Bengal. By sticking to commercial routes, the flight may not have raised the suspicion of those manning primary (military) radars of the nations it overflew. To them, MH370 would appear to be just another commercial aircraft on its way to its destination.
“The person who had control over the aircraft has a solid knowledge of avionics and navigation, and left a clean track. It passed low over Kelantan, that was true,” said officials. “It’s possible that the aircraft had hugged the terrain in some areas, that are mountainous to avoid radar detection.”
This technique is called terrain masking and is used by military pilots to fly to their targets stealthily, using the topography to mask their approach from prying microwaves. This type of flying is considered very dangerous, especially in low-light conditions and spatial disorientation, and airsickness could easily set in. The stresses and loads it puts on the airframe, especially an airliner of the 777’s size, are tremendous.
“While the ongoing search is divided into two massive areas, the data that the investigating team is collating is leading us more towards the north,” sources said.
Prime Minister Datuk Seri Najib Razak said the flight data showed that the plane’s last communication with the satellite, reported as Inmarsat, was in one of two possible corridors: a northern corridor, stretching approximately from the border of Kazakhstan and Turkmenistan to northern Thailand; or a southern corridor, stretching roughly from Indonesia to the southern Indian Ocean.
Sources close to the investigation by a multinational team told the New Straits Times that the probe would also focus on regions with disused airports equipped with long runways capable of handling “heavies” like the Triple Seven. If anything, the area investigators could be covering has been narrowed down to MH370’s eight hours of flight time, based on the jet’s fuel load.
This followed MAS’ confirmation of records that showed that the pilot had not made any amendments to the plane’s fuel requirements. It was enough to take it to Beijing, with a 45-minute reserve in case of diversion to an alternate field.
Investigators are also factoring in the extra fuel the aircraft would have burnt in the denser lower air if it had flown “down on the deck” for sustained periods. Pilots agree that MH370 would lose up to about two hours of fuel. Any erratic manoeuvres would have also eaten into the jet’s fuel reserves. “Going by the hijacking theory, assuming it had landed, where would one hide a Boeing 777?” one said.
From about the time the aircraft made the turnback at waypoint Igari near the Vietnamese airspace, right up to the point where it left military primary radar coverage, six routine automated signals from the aircraft (known as electronic handshakes or “pings”) were registered on the Inmarsat satellite network. The last confirmed handshake was at 8.11am on Saturday, which would indicate that the aircraft continued flying for nearly seven hours after contact was lost.