You are presumed to be honest and responsible without evidence to the contrary beyond a reasonable doubt… on the balance of probablilties you are justified by 51 % likelyhood.
Where is the Boeing 777-200 airliner missing since the beginning of the first week in March? We at the Proprietor Review have been following Media reports and having discussions with interested people in this area with disdain. Was it an accident or was it stolen? If it was stolen that is a thing that is troubling to us here and if it was an accident we can only give our sincere condolences to the victims survivors. That said here are some of the things we are relying on :
OUR VIEW: The Proprietor Review ( we have no experts and present an opinion from an institutional perspective.
Joy riding
The plane involved a Boeing 777 -200 is a heavily electronics operated plane, however there are full manual controls that operate in a safety envelope, meaning that the computer will ignore manual instructions that will bring it out of its safety operating range. A shaking stick is the most demonstrative in the line and lineage of these tools that date back to the Arvo Arrow the stick shakes when the aircraft is coming close to a stall speed. What is significant to this is it may just be that any one could manually fly flight 370 from the turn to the West and back across the Malaysian peninsula.
A report of a 45000 foot altitude and a descent to 23000 ft then could be explained as someone joy sticking the aircraft.
The system is a fly by wire this means that even if you wanted to it would be difficult to fly the plane to a crash.
So would a joy rider pilot fly the plane in a straight line? Not likely. They would probably be making circles after crossing the Malaysian Peninsula again, wider and narrower circles until it ran out of fuel, that means that, it is, on balance of probabilities, in the water off the west coast of where it crossed the Malaysian peninsula. This is our current view that is closest to nefarious action. It has eroded from the opening concern of theft for horrendous purpose that gave us a huge public safety fear. ( that concern we trust is always monitored by defence mechanisms)
Visual flying:
Known as VFR there are sometimes that aircraft fly on visual and not instruments, usually small planes at low altitudes , it is illegal to fly at Class A altitudes where heavy commercial aircraft fly unless it is because of an emergency Two way Radio Failure. This is for getting the best visual view of the sky, land and traffic in the air.
There numbers of backups on the 777 and the fly by wire system that overrides pilot errors when flying manually would logically be on a separate system then navigation or communications. Lets say flight 370 lost its communications and navigation systems one after the other maybe through a cargo hold caustic spill or an explosion. Then after turning the plane in the direction of another airfield and the course being put into the auto system, that system was lost. It would make sence for the plane to go up to 45000 feet for a visual and come down in stages for a possible landing to 23000 feet. At that point and on all, visual landmarks were lost and the plane began to circle manually looking for landmarks or cell phone transponders on the ground. Out over the water west of the Malaysian peninsula , having a compass is only good when you have a start point. The plane continued on untill running out of fuel.
We believe that the most credible sounding reports are the 5 altitude pings from the planes engines and since there was not a sixth it affirms the amount of fuel the plane had. This means the plane is in the sea west of its attempt to descend to land or over land with no landmarks or cell phone transponders. Why there was not a second attempt to go up high may be related to cloud conditions. PP
These are possible conclusions based on non expert opinion and are only ment to be helpful and close some of our concerns personally.
The new york times is reporting this:
WASHINGTON — The first turn to the west that diverted the missing Malaysia Airlines plane from its planned flight path from Kuala Lumpur to Beijing was carried out through a computer system that was most likely programmed by someone in the plane’s cockpit who was knowledgeable about airplane systems, according to senior American officials.
Instead of manually operating the plane’s controls, whoever altered Flight 370’s path typed seven or eight keystrokes into a computer on a knee-high pedestal between the captain and the first officer, according to officials. The Flight Management System, as the computer is known, directs the plane from point to point specified in the flight plan submitted before a flight. It is not clear whether the plane’s path was reprogrammed before or after it took off.
The fact that the turn away from Beijing was programmed into the computer has reinforced the belief of investigators — first voiced by Malaysian officials — that the plane was deliberately diverted and that foul play was involved. It has also increased their focus on the plane’s captain and first officer.
Tracking Flight 370
The sequence of events known by the authorities, in local times.
Mar. 8, 2014 12:41 a.m.
A Boeing 777-200 operated by Malaysia Airlines leaves Kuala Lumpur bound for Beijing with 227 passengers, of which two-thirds are Chinese, and a Malaysian crew of 12.
1:07 a.m.
The airplane’s Aircraft Communications Addressing and Reporting System, or Acars, which transmits data about the plane’s performance, sends a transmission. It is not due to transmit again for a half-hour.
1:19 a.m.
The cockpit crew acknowledges a message from ground control, saying, “All right, good night.” The Malaysian authorities say the voice belonged to the co-pilot. No further voice messages are received from the plane.
1:21 a.m.
Two minutes after the last voice transmission, the plane’s transponder, which signals its identity, altitude and speed to other aircraft and to monitors on the ground, is shut off or fails.
1:37 a.m.
The Acars system fails to send its scheduled signal, indicating that it has been shut off or has failed sometime in the past half-hour.
2:15 a.m.
An unidentified plane flying westward is detected by military radar. It ascends to 45,000 feet, above the approved limit for a Boeing 777, then descends unevenly to 23,000 feet and eventually flies out over the Indian Ocean. Investigators later conclude that it was Flight 370. It was last plotted 200 miles northwest of Panang.
6:30 a.m.
By now Flight 370 was scheduled to have landed in Beijing.
7:24 a.m.
Malaysia Airlines announces that it has lost contact with the aircraft.
8:11 a.m.
The last signal is received from an automated satellite system on the plane, suggesting that it was still intact and flying. The signal implies that the jet is somewhere in one of two areas, one stretching north between Laos and Kazakhstan and the other south from Indonesia into the Indian Ocean. The Malaysian authorities say it had enough fuel to keep flying for perhaps a half-hour after this.
March 15
The Malaysian authorities say the investigation has become a criminal matter because the jet appears to have been deliberately diverted. The plane’s first turn off course, to the west, was executed using an onboard computer, probably programmed by someone with knowledge of aircraft systems.
The authorities say two passengers were Iranians who boarded using stolen European passports, but no links to terrorist groups are found.
On Tuesday, the Chinese ambassador to Malaysia, Huang Huikang, told reporters that the Chinese government had ruled out suspicions of the Chinese on board, who made up about two-thirds of the 227 passengers, according to Chinese news organizations.
Prime Minister Najib Razak of Malaysia told reporters on Saturday that his government believed that the plane had been diverted because its transponder and other communications devices had been manually turned off several minutes apart. American officials were told of the new information over the weekend.
But the Malaysian authorities on Monday reversed themselves on the sequence of events they believe took place on the plane in the crucial minutes before ground controllers lost contact with it early on March 8. They said it was the plane’s first officer — the co-pilot — who was the last person in the cockpit to speak to ground control. And they withdrew their assertion that another automated system on the plane, the Aircraft Communications Addressing and Reporting System, or Acars, had already been disabled when the co-pilot spoke.
Flight 370’s Flight Management System reported its status to the Acars, which in turn transmitted information back to a maintenance base, according to an American official. This shows that the reprogramming happened before the Acars stopped working. The Acars ceased to function about the same time that oral radio contact was lost and the airplane’s transponder also stopped, fueling suspicions that foul play was involved in the plane’s disappearance.
The Search Area West of Australia
New computer models of possible flight paths suggested that the plane may have gone down in the southern Indian Ocean when it ran out of fuel.
PACIFIC OCEAN
South
China Sea
India
Arabian Sea
Last contact
SRI LANKA
Malaysia
SOMALIA
Kuala Lumpur
Indonesia
PAPUA
NEW GUINEA
INDIAN OCEAN
MADAGASCAR
A map released by the Australian government describes these two lines as possible flight paths.
Australia
Perth
Sydney
Melbourne
Australia’s planned search
area on March 18
India
South
China Sea
Last contact
SRI LANKA
Malaysia
Kuala Lumpur
Indonesia
A map released by the Australian government describes these two lines as possible flight paths.
INDIAN OCEAN
Australia
Perth
Australia’s planned search
area on March 18
More maps
Search Area Expanded Again
Search Areas in the First Week
Trying to Reconstruct the Path of the Plane
Investigators are scrutinizing radar tapes from when the plane first departed Kuala Lumpur because they believe the tapes will show that after the plane first changed its course, it passed through several pre-established “waypoints,” which are like virtual mile markers in the sky. That would suggest the plane was under control of a knowledgeable pilot because passing through those points without using the computer would have been unlikely.
According to investigators, it appears that a waypoint was added to the planned route. Pilots do that in the ordinary course of flying if air traffic controllers tell them to take a different route, to avoid weather or traffic. But in this case, the waypoint was far off the path to Beijing.
Whoever changed the plane’s course would have had to be familiar with Boeing aircraft, though not necessarily the 777 — the type of plane that disappeared. American officials and aviation experts said it was far-fetched to believe that a passenger could have reprogrammed the Flight Management System.
Normal procedure is to key in a five-letter code — gibberish to navigators — that is the name of a waypoint. A normal flight plan consists of a series of such waypoints, ending in the destination airport. For an ordinary flight, waypoints can be entered manually or uploaded into the F.M.S. by the airline.
Source yahoo/ new york timesCourse change programmed into flight computer – As further confirmation that someone was still guiding the plane after it disappeared from civilian radar, airline pilots and aviation safety experts said an onboard computer called the flight management system would have to be deliberately programmed in order to follow the pathway taken by the plane as described by Malaysian authorities. Citing senior American officials, The New York Times reported that the course change was typed into a cockpit computer, rather than executed manually, by someone knowledgeable about airplane systems. Malaysia Airlines’ CEO, Tuesday, couldn’t confirm or deny those reports.Source yahoo ( this info has been reversed by Malaysian Authorities on March 23 /14 according to CNN broadcasts of that day.
Section 4. Two‐way Radio Communications Failure
6-4-1. Two‐way Radio Communications Failure
a. It is virtually impossible to provide regulations and procedures applicable to all possible situations associated with two‐way radio communications failure. During two‐way radio communications failure, when confronted by a situation not covered in the regulation, pilots are expected to exercise good judgment in whatever action they elect to take. Should the situation so dictate they should not be reluctant to use the emergency action contained in 14 CFR Section 91.3(b).
b. Whether two‐way communications failure constitutes an emergency depends on the circumstances, and in any event, it is a determination made by the pilot. 14 CFR Section 91.3(b) authorizes a pilot to deviate from any rule in Subparts A and B to the extent required to meet an emergency.
c. In the event of two‐way radio communications failure, ATC service will be provided on the basis that the pilot is operating in accordance with 14 CFR Section 91.185. A pilot experiencing two‐way communications failure should (unless emergency authority is exercised) comply with 14 CFR Section 91.185 quoted below:
1. General. Unless otherwise authorized by ATC, each pilot who has two‐way radio communications failure when operating under IFR must comply with the rules of this section.
2. VFR conditions. If the failure occurs in VFR conditions, or if VFR conditions are encountered after the failure, each pilot must continue the flight under VFR and land as soon as practicable.
NOTE- This procedure also applies when two‐way radio failure occurs while operating in Class A airspace. The primary objective of this provision in 14 CFR Section 91.185 is to preclude extended IFR operation by these aircraft within the ATC system. Pilots should recognize that operation under these conditions may unnecessarily as well as adversely affect other users of the airspace, since ATC may be required to reroute or delay other users in order to protect the failure aircraft. However, it is not intended that the requirement to “land as soon as practicable” be construed to mean “as soon as possible.” Pilots retain the prerogative of exercising their best judgment and are not required to land at an unauthorized airport, at an airport unsuitable for the type of aircraft flown, or to land only minutes short of their intended destination.
3. IFR conditions. If the failure occurs in IFR conditions, or if subparagraph 2 above cannot be complied with, each pilot must continue the flight according to the following:
(a) Route.
(1) By the route assigned in the last ATC clearance received;
(2) If being radar vectored, by the direct route from the point of radio failure to the fix, route, or airway specified in the vector clearance;
(3) In the absence of an assigned route, by the route that ATC has advised may be expected in a further clearance; or
(4) In the absence of an assigned route or a route that ATC has advised may be expected in a further clearance by the route filed in the flight plan.
(b) Altitude.At the HIGHEST of the following altitudes or flight levels FOR THE ROUTE SEGMENT BEING FLOWN:
(1) The altitude or flight level assigned in the last ATC clearance received;
(2) The minimum altitude (converted, if appropriate, to minimum flight level as prescribed in 14 CFR Section 91.121(c)) for IFR operations; or
(3) The altitude or flight level ATC has advised may be expected in a further clearance.
NOTE- The intent of the rule is that a pilot who has experienced two-way radio failure should select the appropriate altitude for the particular route segment being flown and make the necessary altitude adjustments for subsequent route segments. If the pilot received an “expect further clearance” containing a higher altitude to expect at a specified time or fix, maintain the highest of the following altitudes until that time/fix:
(1) the last assigned altitude; or (2) the minimum altitude/flight level for IFR operations.
Upon reaching the time/fix specified, the pilot should commence climbing to the altitude advised to expect. If the radio failure occurs after the time/fix specified, the altitude to be expected is not applicable and the pilot should maintain an altitude consistent with 1 or 2 above. If the pilot receives an “expect further clearance” containing a lower altitude, the pilot should maintain the highest of 1 or 2 above until that time/fix specified in subparagraph (c) Leave clearance limit, below.
EXAMPLE-1. A pilot experiencing two‐way radio failure at an assigned altitude of 7,000 feet is cleared along a direct route which will require a climb to a minimum IFR altitude of 9,000 feet, should climb to reach 9,000 feet at the time or place where it becomes necessary (see 14 CFR Section 91.177(b)). Later while proceeding along an airway with an MEA of 5,000 feet, the pilot would descend to 7,000 feet (the last assigned altitude), because that altitude is higher than the MEA.
2. A pilot experiencing two‐way radio failure while being progressively descended to lower altitudes to begin an approach is assigned 2,700 feet until crossing the VOR and then cleared for the approach. The MOCA along the airway is 2,700 feet and MEA is 4,000 feet. The aircraft is within 22 NM of the VOR. The pilot should remain at 2,700 feet until crossing the VOR because that altitude is the minimum IFR altitude for the route segment being flown.
3. The MEA between a and b: 5,000 feet. The MEA between b and c: 5,000 feet. The MEA between c and d: 11,000 feet. The MEA between d and e: 7,000 feet. A pilot had been cleared via a, b, c, d, to e. While flying between a and b the assigned altitude was 6,000 feet and the pilot was told to expect a clearance to 8,000 feet at b. Prior to receiving the higher altitude assignment, the pilot experienced two‐way failure. The pilot would maintain 6,000 to b, then climb to 8,000 feet (the altitude advised to expect). The pilot would maintain 8,000 feet, then climb to 11,000 at c, or prior to c if necessary to comply with an MCA at c. (14 CFR Section 91.177(b).) Upon reaching d, the pilot would descend to 8,000 feet (even though the MEA was 7,000 feet), as 8,000 was the highest of the altitude situations stated in the rule (14 CFR Section 91.185).
(c) Leave clearance limit.
(1) When the clearance limit is a fix from which an approach begins, commence descent or descent and approach as close as possible to the expect further clearance time if one has been received, or if one has not been received, as close as possible to the Estimated Time of Arrival (ETA) as calculated from the filed or amended (with ATC) Estimated Time En Route (ETE).
(2) If the clearance limit is not a fix from which an approach begins, leave the clearance limit at the expect further clearance time if one has been received, or if none has been received, upon arrival over the clearance limit, and proceed to a fix from which an approach begins and commence descent or descent and approach as close as possible to the estimated time of arrival as calculated from the filed or amended (with ATC) estimated time en route.
6-4-2. Transponder Operation During Two‐way Communications Failure
a. If an aircraft with a coded radar beacon transponder experiences a loss of two‐way radio capability, the pilot should adjust the transponder to reply on Mode A/3, Code 7600.
b. The pilot should understand that the aircraft may not be in an area of radar coverage
Editors Note: We hope that the mainstream media are being responsible and fulfilling the publics right to know and that they are aware of the sometimes authorities bend toward Manipulation run up big bills, put it in the media to prove a position or under report to draw out a perpetrator in a crime. ( ie need a determination of death for insurance claim)
The saying “When you point a finger, you’ll have three pointing back at you” is a powerful reminder that blame and criticism often reflect back on the person doing the pointing. It suggests that before we are quick to judge or accuse others, we should first examine our own actions, motivations, and perspectives. Here’s a breakdown of the meaning: * Accountability: The three fingers pointing back represent the aspects of ourselves that we need to take responsibility for. This could include our own mistakes, shortcomings, or contributions to a situation. * Self-reflection: The saying encourages us to look inward and honestly assess our own role in any conflict or issue. It prompts us to ask ourselves: “What could I have done differently? How am I contributing to this situation?” * Empathy: By recognizing that we are not perfect and that we all make mistakes, we can develop greater empathy for others. This can lead to more understanding and forgiveness. * Humility: The saying reminds us that we are all fallible and that no one is above making mistakes. It encourages humility and discourages self-righteousness. Where to apply it: This saying can be applied in any situation where blame or criticism is involved, such as: * Personal relationships: When conflicts arise with family or friends, it’s important to consider our own role in the situation and avoid simply blaming the other person. * Workplace: In a team setting, if a project fails, it’s more productive to focus on what everyone can learn from the experience rather than assigning blame. * Social issues: When discussing complex social problems, it’s important to avoid making sweeping generalizations or blaming entire groups of people. Instead, we should strive to understand the root causes of the issues and work towards solutions. Is it a good thing? Yes, I believe this saying is a valuable principle to live by. It promotes self-awareness, accountability, and empathy. By reminding us to look inward before pointing fingers, it can help us build stronger relationships, resolve conflicts more effectively, and create a more compassionate world. However, it’s important to note that this saying doesn’t mean we should never hold others accountable for their actions. It simply suggests that we should always start by examining ourselves first.
Out in the cold could mean an inability to appreciate one’s situation.
File photo KDG
So, not sure if it’s for the already incarcerated or those in pretrial but the BC government is gearing up for some sort of a change in the rights of people to resist help. Or correction…
Side Note : Masks are mandatory again in BC where treatments are going on. This as flu season progresses and is projected to be in place until spring.
Here’s a demographic overview of Greenland, excluding disease and disease resistance: * Population: Approximately 57,000 * Population Density: Extremely low, one of the least densely populated countries in the world. * Ethnicity: Primarily Inuit (Greenlanders), with a smaller Danish minority. * Language: * Official: Greenlandic (Kalaallisut) * Widely spoken: Danish, English * Religion: Evangelical Lutheranism is the dominant religion. * Age Structure: * Aging population with a relatively young proportion. * Urbanization: * Primarily concentrated in coastal towns and settlements. * Economy: * Reliant on fishing, hunting, and tourism. * Growing emphasis on mineral resources (e.g., rare earths). * Lifestyle: * Traditional subsistence activities like hunting and fishing still play a significant role, alongside modern lifestyles in urban areas. * Strong connection to the natural environment. Note: This description focuses on general demographic characteristics and excludes factors related to disease and disease resistance. Disclaimer: This information is for general knowledge and may not be entirely comprehensive. I hope this provides a helpful overview of Greenland’s demographics!
The Canadian Parliament was adjourned to a day: March 24th, 2025, with a business agenda + the liberal party at the forefront.
Parliament was adjourned to a day, today by the Prime Minister, meaning that he is in charge of the government until March 24th when the porognation is lifted and further it is promised that he will resign when the liberal party uses this time to replace him as and the leadership of the liberal party.
One view of vested interest.
Editor’s note:
It looks like an election is coming, the climate may be a divider, sovereignty is a real issue. Nationalism a possible threat.
February 19th 2025, zoom then ubcm sponsoring this work job on zoom dressing burnout flooring lines between personal and work life and numbers of things that are evident after the pandemic.
Comments with your views.
You are normal and your responses are normal to whatever stresses you’ve been subject to.Continue reading →
500 million dollars BC Hydro. This project is going to be done by BC Hydro. Although their name Hydro connotates the fact that they own every drop of water in British Columbia as a monopoly for power generation. They are expanding wind farms and power smart are in their resume.
New
Environmental assessment waived
The company has just been directed to do everything as efficiently as possible and they’re waiving the environmental assessment. Which may in one case be reasonable because of the wind and its passiveness. However, they are notorious for bird kills and I would think that would be part of the environment. More on this later we hope. Maybe we can get a quote from theNicola Naturalist Society Incorporated. Alan Berger president.
This is extraordinary as consumption taxes were made to be revenue neutral. With rebates to mitigate lower income payers for taxes raised at the tills.
Perhaps then a billion and a half dollars will be coming out of revenues other than these and will reappear in rates.
Anyway good luck, take advantage as you may miss out if not.
So, they have trouble in Alberta/ Saskatchewan over orphaned oil wells. And these things are particularly when municipal taxes haven’t been paid by companies. A funded program is just returning $140 million or thereabouts to the federal government and that was to recondition or take ownership. Do something with abandoned or orphaned oil wells. But
There’s good news. Found another dinosaur in Saskatchewan. This previous owner of the hydrocarbons in the ground is now under documentation. Seems right! Seems like priorities are right. Good luck!
Post labour action continues after no progress on weekend.
To ensure the success of a labour action, several key strategies can be employed:
Clear Objectives: Define specific goals that the action aims to achieve. Whether it’s improved wages, better working conditions, or other demands, clarity helps unify participants.
Solidarity and Support: Garner support from fellow workers, unions, and the community. A united front can amplify the message and pressure decision-makers.
Effective Communication: Keep all participants informed about the action plan, objectives, and any developments. Transparency fosters trust and commitment.
Tactical Planning: Choose strategic locations and times for demonstrations or strikes. Timing and venue can influence public visibility and media coverage.
Public Engagement: Use social media, press releases, and community events to raise awareness about the issues at stake. Public support can put additional pressure on employers.
Negotiation Preparedness: Be ready for negotiations and have clear proposals. Approach discussions with a willingness to compromise while advocating for essential demands.
Legal Awareness: Understand the legal rights surrounding labour actions. This knowledge can protect participants and ensure compliance with local regulations.
Follow-Up Actions: After the initial action, plan subsequent steps to maintain momentum and keep the pressure on decision-makers.
Documentation and Evidence: Gather evidence of grievances, such as worker testimonials or workplace conditions, to strengthen the case.
Post-Action Reflection: After the action, analyze its effectiveness and gather feedback for future initiatives. Learning from experiences can improve strategies moving forward.
By implementing these strategies, labour actions can be more effective and yield positive outcomes for the workers involved.
PACIFIC OCEANSouth
IndiaSouthSearch Area Expanded Again
Search Areas in the First Week
Trying to Reconstruct the Path of the Plane
Kevin Griffiths
percypaschal
The Proprietor Review 