Figure 1. An air traffic control map of aircraft activity in the
vicinity of Kuala Lumpur International Airport shortly after
take-off of Flight MH370 at 00:41 AM on March 8,
take-off of Flight MH370 at 00:41 AM on March 8,
2014. Click on the picture to enlarge. (Courtesy of
Flightradar24)
Flightradar24)
Those who have been visited by this tragedy are baffled by the few verifiable facts concerning the flight and eventual fate of this aircraft, as well as the confusing and contradictory statements that have accompanied the investigation into the disappearance of Flight MH370. The theory that is presented in this blog may seem to be no more than another theory or speculation, such as those, which the authorities and experts have proposed since the disappearance of Flight MH370 on March 8, 2014. However, the facts used in support this theory not only include the kind of facts that others have used to support their theories, it includes facts that are of another kind. These facts are derived from a symbolism that is present in certain artifacts of man. These artifacts and photographic images of them are referred to by the writer as inspired sources. In the case of the disappearance of Flight MH370, these inspired artifacts include air traffic control maps (Figures 1 and 4-6), which are present in this post.
As we shall see, the symbolism found in inspired sources has a mathematical component to it that finds expression in the form of alignments and points of alignments (Figure 6). Because of this, the interpretation of this symbolism is not entirely subjective, but has an objective aspect to it, as well. Inspired sources are called "inspired" because the symbolism present in these artifacts is believed to be inspired by the Creator. They are called "sources" because they are sources of knowledge. This knowledge is conveyed to the one who studies an inspired source by the symbolism present in the inspired source. Additional information concerning inspired sources may be found in Post 3 of the blog entitled, Inspired Sources and Man's Destiny (http://www.inspiredsources.blogspot.com). The purpose of this post, that is, Post 14 of the blog entitled, Inspired Sources, Symbolism and Anomalies (http://www.inspiredsourcessymbolismanomalies.blogspot.com), will be to discover what inspired sources can tell us about the disappearance of Flight MH370 and the fate of the people who were aboard the aircraft when it disappeared on March 8, 2014.
It is assumed that the reader is somewhat familiar with the known facts concerning the disappearance of Malaysia Airlines Flight MH370. If not, there are many articles, online and in printed form, concerning this subject. One of the best of these, in the writer's opinion is the article, "Malaysia Airlines Flight 370" by Wikipedia, a free encyclopedia (online). In this post, we will first discuss the known facts, then we will discuss the "facts of another kind" derived from the symbolism of inspired sources.
Malaysia Airlines Flight MH370 took off from Kuala Lumpur International Airport at 00:41 AM (local time), March 8, 2014. The co-pilot, Hamid, was the person in the cockpit of the aircraft who was in voice communication with Malaysian Air Traffic Control at this time. In fact, his voice was the only voice aboard the aircraft that would be heard in communication with Air Traffic Control up until and including the last voice communication that was transmitted from the aircraft at 01:19 AM. This transmission, too, was made by co-pilot Hamid. Although banter was heard over the microphone between First Officer Hamid and Captain Shah, the latter, apparently, did not communicate with Air Traffic Control. Because of this, it is possible that co-pilot Hamid, rather than the pilot, Captain Shah, actually performed the take-off and flew the aircraft to its first navigational waypoint, where transfer from Malaysian Air Traffic Control to Vietnamese Air Traffic Control should have taken place. This should have occurred about 01:19 AM.
Co-pilot Hamid signed off with Malaysian Air traffic Control at 01:19 AM with an informal "All right, Good Night," indicating that the aircraft was leaving the latter's area of control. However, this should have been followed up by voice communication from the co-pilot or pilot with Vietnamese Air Traffic Control advising that the aircraft was entering its area of control. This transmission did not take place. The aircraft, at this time, was maintaining an altitude of 35,000 feet and was located above the South China Sea midway between Malaysia and Vietnam. The aircraft should have been at or near the navigational waypoint designated AGARI. Waypoints, like AGARI, are navigational points that help pilots direct their aircraft along the normal flight corridors between airports. In this case, waypoint AGARI was located along the normal flight corridor between Kuala Lumpur International Airport and Beijing Capital International Airport. We shall return to this waypoint, shortly, but first we need to discuss what took place before Flight MH370 arrived at or near waypoint AGARI.
After take-off, the aircraft climbed to 35,000 feet, and upon arrival at this altitude, co-pilot
Hamid confirmed to Malaysian Air Traffic Control that the aircraft was now at 35,000 feet. The time of this voice communication was 01:01 AM. At 01:07 AM, another voice communication from the cockpit reconfirmed this altitude. Presumably, this communication was made by co-pilot Hamid, also. Then, at the same time, 01:07 AM, the last ACARS (Aircraft Communications Addressing and Reporting Systems) data was transmitted to the airline in Kuala Lumpur. The ACARS data is automatically transmitted to the airline every half hour. The pilot does not have to do anything. ACARS provides telemetry data on the various systems of an operating aircraft. Unlike the transponder, ACARS cannot be turned on or off by the pilot. However, all systems of the aircraft that require the use of electricity have circuit breakers located in the cockpit. Therefore, it is possible that if a pilot wished to turn off or prevent the transmission of the ACARS data, he may be able to do so by determining which circuit breaker is associated with ACARS, and removing it or shutting it down. This, it is believed, is what occurred on Flight MH370. The ACARS transmission at 01:07 AM revealed that the aircraft was programmed to fly to the AGARI waypoint and then continue on to Beijing along the normal flight corridor.
However, in order to make a left turn at the AGARI waypoint, which the aircraft, apparently, did, without this being revealed to the airline, someone in the cockpit must have decided that the ACARS would have to be disabled. Therefore, it is assumed that sometime between 01:07 AM and 01:37 AM the aircraft's ACARS was disabled by someone in the cockpit of the aircraft. Since the ACARS cannot be simply turned on and off, like the transponder, it is assumed that this person was familiar with the circuit breakers in the cockpit and shut down ACARS by removing or shutting down its associated circuit breaker.
As noted above, the transponder was turned off at about the same time. The transponder enables the aircraft to be visible on Air Traffic Control radar. It also provides information concerning the aircraft's identity, location, altitude, and speed. Based on this information, the course or bearing of the aircraft can be determined. The transponder is linked with Air Traffic Control radar, which is also referred to as civilian secondary radar. This kind of radar is different than military primary radar, which can track an aircraft on radar even though the transponder of the aircraft may be inoperative or turned off. A pilot would not want to operate an aircraft with an inoperative transponder. He would want his aircraft to be radar visible to civilian secondary radar, not radar invisible.
The transponder of Flight MH370 ceased operating at 01:21 AM, just two minutes after co-pilot Hamid signed off with Malaysian Air Traffic Control at 01:19 AM. Because a Boeing 777-200ER has two transponders in the cockpit, one reserved for use in an emergency, the question is, why did not the pilot or co-pilot begin to use the reserve transponder? It is possible that the only person in the cockpit who knew the transponder was turned off was the person who secretly turned it off. The only reason that someone would do this would be if he wanted the aircraft to be radar invisible to civilian secondary radar. And why would he want this? Perhaps, he wanted to make a left turn at or near waypoint AGARI, and divert the aircraft from its northerly course. This is exactly what took place. After the aircraft arrived at or near waypoint AGARI, it made a left turn and flew on a westerly course back across the Malay Peninsula to the Strait of Malacca (Figure 2).
Figure 2. Diagram depicting the left turn of flight
MH370 about 01:21 AM on March 8, 2014, which
resulted in the aircraft assuming a westerly course
back across the Malay Peninsula. Click on the
picture to enlarge. (Courtesy of SkyVector
aeronautical charts)
picture to enlarge. (Courtesy of SkyVector
aeronautical charts)
Therefore, sometime shortly after the sign off with Malaysian Air Traffic Control by co-pilot Hamid at 01:19 AM and the shutting off of the transponder at 01:21 AM, a left turn was either programed into the aircraft's guidance system or was accomplished manually, and the aircraft diverted from its northerly course and assumed a westerly course. Sometime after this, ACARS was disabled. Consequently, the scheduled 01:37 AM transmission of data by ACARS did not take place, and the airline at Kuala Lumpur did not know that the aircraft had diverted from its flight plan. If the left turn of the aircraft had been initiated at 01:25 AM, this would have left twelve minutes for someone in the cockpit to disable the ACARS and prevent the scheduled data transmission from occurring. This probably would have been sufficient time if the person who did this had carefully prepared for this moment, and had practiced beforehand that which he intended to do.
The authorities have determined that at 01:21 AM, the time of the last transmission from the aircraft's transponder, Flight MH370 was located above the South China Sea at geographical coordinates, 6° 55' 15" N 103° 34' 43" E. Presumably, the aircraft was still maintaining an altitude of 35,000 feet. Shortly after this, the aircraft made its left turn. Apparently, this was not detected by Malaysian and Vietnamese Air Traffic Control radar. However, Malaysian military primary radar did detect this, and began tracking the aircraft as an unknown. The latter completed its turn and continued on a westerly course back across the Malay Peninsula to the Strait of Malacca. However, it is possible that something terrible took place aboard the aircraft as it passed back across the Malay Peninsula. We shall address this matter, shortly.
The authorities have determined that at 01:21 AM, the time of the last transmission from the aircraft's transponder, Flight MH370 was located above the South China Sea at geographical coordinates, 6° 55' 15" N 103° 34' 43" E. Presumably, the aircraft was still maintaining an altitude of 35,000 feet. Shortly after this, the aircraft made its left turn. Apparently, this was not detected by Malaysian and Vietnamese Air Traffic Control radar. However, Malaysian military primary radar did detect this, and began tracking the aircraft as an unknown. The latter completed its turn and continued on a westerly course back across the Malay Peninsula to the Strait of Malacca. However, it is possible that something terrible took place aboard the aircraft as it passed back across the Malay Peninsula. We shall address this matter, shortly.
During this time, Malaysian and Thai military primary radar observed the aircraft making unusual altitude changes. When it arrived at the Strait of Malacca, the aircraft performed
one or more flight maneuvers that allowed it to reach two waypoints on the normal flight corridor between South East Asia and the Middle East and Europe. This made it clear to the Malaysian authorities a few days later that Flight MH370 at this time was under intelligent control by someone in the cockpit of the aircraft. On March 11, 2014, Malaysian Prime Minister Najib Razak stated as much at a news conference when he said that the flight diversion of Flight MH370 was "consistent with deliberate action by someone in the plane's cockpit, and could have been one or both of the pilots."
Both Malaysian and Thai military primary radar tracked the aircraft on its westerly course back across the Malay Peninsula. The time of this radar tracking was reported to have been between 01:28 AM and 01:35 AM. With regard to the altitude changes, mentioned above, these may be associated with the terrible thing, mentioned above, that is believed to have taken place aboard the aircraft following the left turn of the latter. The Thai military stated that after the aircraft made its left turn and began to cross back across the Malay Peninsula, it left its altitude of 35,000 feet and ascended to 45,000 feet. This is beyond the altitude a Boeing 777-200ER is supposed to go. Then, according to the Thai military, it descended unevenly to 23,000 feet. Later, it descended to 1,000 feet as it arrived over the Strait of Malacca. At this time, the aircraft was lost from Thai military primary radar. However, Malaysian military primary radar later tracked the aircraft at an altitude of 12,000 feet flying west along the normal flight corridor between South East Asia and the Middle East and Europe until it was lost to radar at 02:15 AM about 200 miles northwest of Penang Island off Malaysia's west coast.
With regard to the left turn of Flight MH370 at or near waypoint AGARI sometime shortly after 01:21 AM, this turn-whether it was programmed on the aircraft guidance system or was performed manually-would have had to been accomplished by someone in the cockpit of the aircraft. If so, then suspicion would seem to fall upon either the pilot or co-pilot, or perhaps both, as the cause of the diversion. Although an unidentified third person may have been in the cockpit along with the pilot and co-pilot, and may have been responsible for the diversion of the aircraft, this seems much less likely. The motive of the diversion, therefore, may have been a desire on the part of the pilot or co-pilot to commit suicide. If this was the case, it shall be assumed that only one person in the cockpit intended to commit suicide-either the Captain or the First Officer-and it was a well-planned suicide involving the crash of the Boeing 777-200ER and all those aboard into the southern Indian Ocean.
This person, at some point following the sign off of co-pilot Hamid with Malaysian Air Traffic Control at 01:19 AM would have locked the door that separates the cockpit and the cabin. Before doing this, he may have rendered the other pilot unconscious in some way, or asked him to check on something in the cabin. After he left, he then would have locked the door, and no one would be capable of reentering the cockpit. This would allow him to hijack the aircraft alone without interference from any other person in the cockpit. This person, who we shall now refer to as the hijacker, may have considered the crew and passengers in the cabin as a threat to the success of his plans. Because, in his mind, the end of the flight would result in the crash of the aircraft and the loss of life of all aboard, he may have planned to kill all who were in the cabin by means of a rapid depressurization of the cabin and cockpit. This may have been possible because of the hijacker's knowledge of the circuit breakers that were associated with the pressurization system of the cabin and cockpit.
When the cabin and cockpit were depressurized, the aircraft was probably at an altitude of 35,000 feet. Because of the low amount of oxygen present in the air at this altitude, a person, without supplemental oxygen, would die in minutes from asphyxiation. He would first experience difficulty thinking clearly, then would slip into unconsciousness, and die. But it would be a peaceful and painless death. Perhaps, the hijacker had knowledge of the circuit breakers that were associated with the drop-down oxygen masks. If so, he may have prevented these from dropping down and being used by those in the cabin. If not, these would have been activated by the sudden depressurization, and those in the cabin would have oxygen to breathe. However, each mask only produces fifteen minutes of chemically generated oxygen, and while a person is using the mask, he is restricted to his seat. Therefore, following the depressurization of the cabin and cockpit, within a short time, if not immediately, every person in the cabin would be dead as a result of asphyxiation. As for the hijacker, presumably, he had planned for this, and would have had available several oxygen masks to use over a longer period if time than the people in the cabin of the aircraft. Assuming that there were several oxygen masks of longer duration than fifteen minutes stored in the cockpit for use by the pilot, the co-pilot, and others, in case of an emergency, the hijacker would be capable of using all of these because he was the only person in the cockpit. At the end of the depressurization of the aircraft, the hijacker would be the only person alive on Flight MH370
It may be noted that at 01:30 AM, Vietnamese Air Traffic Control contacted a nearby airliner and asked the pilot to communicate by voice with Flight MH370 to advise the latter to contact Ho Chi Minh City Air Traffic Control to sign in. The pilot of the airliner reported that the only response that he heard was static and mumbling. He also stated that it was the co-pilot with whom he had attempted to make contact. However, it is not immediately known how he knew this. If the depressurization of Flight MH370 had already begun at this time, 01:30 AM, perhaps the mumbling that the pilot heard was that of co-pilot Hamid, who, being restrained by the hijacker, had not been allowed to secure for himself an oxygen mask from the cockpit. However, if the hijacker, himself, responded to this voice communication, perhaps, he mimicked a person experiencing symptoms of high altitude depressurization. This may have allowed him to respond to the pilot's transmission, but to do so without transmitting any meaningful information.
The ascent of the aircraft from 35,000 feet to 45,000 feet sometime after 01:21 AM, reported by Thai military primary radar, may have been related to the depressurization of the aircraft.
The hijacker may have attempted to hasten the deaths of those in the cabin by taking the aircraft to an elevation where the amount of oxygen in the air is even less than at 35,000 feet. Because 45,000 feet is above the service ceiling of a Boeing 777-200ER, it is possible that the aircraft stalled in the thin air of that elevation, and, in the words of the Thai military, descended unevenly, to 23,000 feet. Apparently, the aircraft continued to descend because it was tracked at 1,000 feet when it arrived above the Strait of Malacca. The Thai military stated that they lost the aircraft on its radar at this time.
Flight MH370, next, appears to have traveled west a short distance along the east-west flight corridor that passes above the Strait of Malacca. Malaysian military primary radar tracked the aircraft on its radar at an altitude of 12,000 feet, and following navigational waypoints along this flight corridor. The aircraft was last plotted on Malaysian military primary radar at 2:15 AM 200 miles northwest of Penang Island off Malaysia's west coast.
The aircraft, as noted above, reportedly flew at an altitude of 12,000 feet as it flew west above the Strait of Malacca. It is possible that the hijacker did not want to fly with the heavy airline traffic that uses this flight corridor at an altitude of 30,000 feet to 35,000 feet. Therefore, he avoided this traffic by maintaining a lower altitude of 12,000 feet. This altitude, also, would have been low enough that pressurization of the cabin and cockpit would not be required. A person can breathe sufficient oxygen at this altitude to sustain life
The hijacker, at some point, it is believed, made a decision not to fly any further west toward India, China, and the other countries of South Central Asia. Therefore, he turned the aircraft south and flew the latter on a course that took it over the vast Indian Ocean. At this time, the hijacker may have realized that there was no choice left now, but to commit suicide. This probably was his intention from the time he stepped aboard the aircraft at Kuala Lumpur International Airport. It may have been something that he had planned for a long time. Certain destabilizing events may have recently taken place in his life that made suicide not only desirable, but in a twisted, pathological way, useful, that is, useful for the continuation and perpetration of the things he considered important. One thing he considered important may have been Malaysian national politics. Perhaps, he wished to express his opposition to the Malaysian government for some reason. The negative impact of this hijacking on the financial health of Malaysia's national airline, and the perceived incompetence of the government may have loomed large in his mind. If this hijacking would strengthen those who shared his political views and weaken those who did not, this, in his mind, may have been reason enough to carry out this desperate plan. And on this note-whether others consider it a positive note or not-he was prepared to end his life.
Unknown to the hijacker, the ACARS system, though disabled, continued to send an automated transmission referred to as a "ping" to an overhead Inmarsat-3-FI satellite. No data on the ACARS was transmitted to the satellite because Malaysia airlines did not subscribe to this service. The ping, which was automatically transmitted every hour that the aircraft was operating, nevertheless was an electronic communication between the aircraft and the satellite that could identify the aircraft and determine how distant it was from the satellite. This information, when transferred to a map produced two arcs somewhere along which the aircraft was known to be located. But just precisely where on these arcs the aircraft was located could not be known. The northern arc included Cambodia, India, China, Pakistan and Kazakhstan, and the southern arc included Indonesia and the Indian Ocean. As the search expanded in area and more rescue assets began to became involved in the search for Flight MH370 from March 8, 2014 to March 25, 2014, the southern arc became the focus of hope that some pieces of wreckage or a debris field of the aircraft would be found. However, this search area was the size of the state of Arizona, USA and was located in one of the most remote parts of the earth-1,429 miles southwest of Perth, Australia in the southern Indian Ocean (Figure 3).
The first ping or "handshake" (as the electronic communication between the aircraft and the satellite is usually referred to) occurred at 02:11 AM. Six more automated hourly handshakes took place after this with the seventh and last handshake occurring at 08:11 AM. At this time, Flight MH370 had missed its scheduled arrival time of 06:30 AM at Beijing Capital International Airport and was one and one-half hours overdue. At 08:30 AM, Flight MH370 was reported missing. The last handshake attempt by the Inmarsat-3-FI satellite occurred at 09:15 AM, but was unanswered by Flight MH370.
Figure 3. One of the search areas in the southern
Indian Ocean, where authorities believed it was
possible for Flight MH370 to have crashed. Click
on the picture to enlarge. (Courtesy of the Australian
Maritime Safety Authority)
on the picture to enlarge. (Courtesy of the Australian
Maritime Safety Authority)
After seventeen days of searching a vast area of South East Asia and the Indian Ocean by a large number of rescue planes and ships from 26 nations, with no wreckage of the aircraft having been discovered, the Malaysian Prime Minister Najib Razak on March 25, 2014, sent text messages to the friends and relatives of the passengers who were aboard Flight MH370 on the day it was declared missing, stating: "Malaysia Airlines deeply regrets that we have to assume beyond any reasonable doubt that MH370 has been lost and that none of those on board survived." In a news conference the same day the Prime Minister stated that based on an unprecedented analysis technique of the electronic communication between Flight MH370 and the Inmarsat-3-FI, it was positively determined that Flight MH370 was lost in the South Indian Ocean, and all those aboard must be presumed dead.
These statements, undoubtedly, were intended to give closure to the friends and relatives of those who were aboard Flight MH370 and were presumed lost. However, it should be noted that no evidence was found in the form of pieces of wreckage or a debris field of the aircraft that the aircraft actually crashed. No transmissions of the Emergency Locator Transmitter (ELT) were detected, as would be expected if the aircraft crashed. And no distress call was transmitted by the pilot or co-pilot of Flight MH370 during the seven hours or more that the aircraft spent in the air following its take-off from Kuala Lumpur International Airport.
Returning now to the account of Flight MH370 after it turned south and proceeded further and further into the Indian Ocean. The further the aircraft flew into the Indian Ocean, the closer it came to the point of no return-the point where the aircraft would not have sufficient fuel to return to the relative safety of land. This would seem to be the end of the account of the disappearance of Flight MH370. The aircraft seemingly would have flown over the Indian Ocean until it ran out of fuel. Then, it would have glided until it ran out of airspace. Then, it would have crashed in one of the remotest places on earth-the southern Indian Ocean. However, inspired sources reveal that there may be another ending to this story. And that is what we shall discuss at this time.
Figure 1 is an air traffic control map of aircraft activity in the vicinity of the Kuala Lumpur International Airport, Malaysia shortly after take-off of Flight MH370 at 00:41 AM on March 8, 2014. However, because the inspired sources, "Flight MH370" (Figures 4-6), are more useful for explaining the disappearance of Flight MH370, these air traffic control maps will be discussed in place of the one, mentioned above. Like Figure 1, the inspired sources designated Figures 4-6 are a photograph of aircraft activity in the vicinity of Kuala Lumpur International Airport, Malaysia shortly after 00:41 AM on March 8, 2014. The track of Flight MH370 is shown as a blue line originating at Kuala Lumpur International Airport and extending northeast into the South China Sea. The aircraft symbol for Flight MH370 is red (Figure 4). This is in contrast to the other aircraft symbols, which are yellow (Figure 4). It may be noted that a white pyramid-shaped feature of the video, from which this photograph was derived, is present in the center of the map. Although, at first, it may appear that this feature of the video has no purpose in the context of these inspired sources, that assumption, as we shall see, is not correct. An alignment, alignment A, connects the Kuala Lumpur International Airport, the white pyramid-shaped feature, and the aircraft symbol for Flight MH370 (Figures 4-6). Alignment A begins at point A1 located at the Kuala Lumpur International Airport, proceeds to point A2 located at one of the corners of the white pyramid-shaped feature, and terminates at point A3 located at the aircraft symbol for Flight MH370.
Figure 4. The inspired source, "Flight MH370" (Figure 4).
An air traffic control map depicting aircraft activity
in the vicinity of Kuala Lumpur International Airport
shortly after take-off of Flight MH370 at 00:41 AM on
March 8, 2014. Click on the picture to enlarge.
(Courtesy of Flightradar24)
(Courtesy of Flightradar24)
Figure 5. The inspired source, "Flight MH370" (Figure 5),
with alignments A, B, C, D, and E not drawn to enable
better viewing of the features of the inspired source. An
air traffic control map depicting aircraft activity in the
vicinity of the Kuala Lumpur International Airport shortly
after take-off of flight MH370 at 00:41 AM on March 8,
2014. Click on then picture to enlarge. (Courtesy of
Flightradar24)
Figure 6. The inspired source, "Flight MH370" (Figure 6),
with alignments A, B, C, D, and E drawn. An air traffic
control map depicting aircraft activity in the vicinity of the
Kuala Lumpur International Airport shortly after take-off
of Flight MH370 at 00:41 AM on March 8, 2014. Click on
the picture to enlarge. (Courtesy of Flightradar24)
Although it may seem far-fetched, alignment A pertains, it is believed, to three experiences in the lives of the 153 Chinese and Taiwanese citizens who were aboard Flight MH370 on March 8, 2014. The first experience is represented by point A1 and symbolizes the birth of these individuals. This experience is symbolized by the Kuala Lumpur International Airport. The second experience in the spiritual journey of these people is represented by point A2 and symbolizes the beginning of the lives of the cloned offspring of these individuals as members of an advanced interstellar civilization. This experience is symbolized by the white pyramid. The latter, in this context, could be viewed as representing a large triangular spaceship. The 153 Chinese and Taiwanese citizens who were involved in this experience did not have a conscious memory of the biological cloning that they underwent because following this encounter with the living entities of this civilization, they were subjected to post hypnotic suggestion-like mind control techniques that caused then to have no conscious memory of this event. However, they did possess a subconscious memory of this event and at some future time, this memory would be made known to them directly or through their cloned offspring by means of the same mind control techniques.
The kind of cloning, referred to above, was simple biological cloning. But after the biological cloning had been accomplished, at some future time the cloned offspring would, upon the voluntary death of his parent, receive the latter's soul (mind) and spirit. These would join the cloned offspring's own soul (mind). However, the latter did not possess a spirit until this was transferred to his own soul (mind) at the time of the death of his parent. This process of biological cloning and soul-spirit transfer is referred to in this blog as spiritual cloning. Therefore, at the time of the voluntary death of his parent, the cloned offspring became a compete person possessing a soul (mind)-actually two souls (minds)-and a spirit. The spirit would enable him to possess eternal life and be resurrected at the end of the present age. In addition, because the soul (mind) of the parent was now the part of the soul (mind) of his cloned offspring, the parent was now capable of experiencing life through the soul (mind) of his cloned offspring. The process of spiritual cloning, apparently, is employed by the living entities of advanced interstellar civilizations and enables the latter to live generation after generation for millions, and in some cases, billions of years.
The third experience in the spiritual journey of the 153 Chinese and Taiwanese citizens was still future when Flight MH370 made its unauthorized left turn over the South China Sea, and, in effect, became a hijacked airliner. This third experience was the death of the 153 Chinese and Taiwanese citizens, who sometime prior to this, had been cloned and possessed cloned offspring. Of course, these people were not aware of this. Their cloned offspring were cared for by the living entities of the advanced interstellar civilization that had cloned these people sometime in their past. The cloned offspring at this time were waiting for the time that they would receive their parent's soul (mind) and spirit, and thereby, become complete people. This would occur, as we have seen, when, following the unauthorized left turn of the aircraft, all the passengers and crew, with the exception of one, aboard Flight MH370, were asphyxiated as a result of the depressurization of the cabin and cockpit. The third experience is symbolized by point A3, located at the aircraft symbol that represents Flight MH370 (Figures 4-6) at the time when the aircraft made its unauthorized left turn, and a few minutes later the cabin and cockpit of the aircraft were depressurized.
All passengers aboard Flight MH370, who were Chinese or Taiwanese citizens, it is believed, underwent the three experiences, mentioned above, sometime during the course of their lives. This includes children, and even infants, if any were among the 153 Chinese and Taiwanese citizens aboard Flight MH370. It is not known, for certain, what took place with regard to the other passengers and crew aboard Flight MH370. Did they also possess cloned offspring that they did not know about? Were they resurrected by the Creator after the aircraft was captured by a large spaceship of the advanced interstellar civilization, mentioned above? Or, did they simply remain dead after the aircraft was captured and their soup-spirits taken to the abodes of the dead in the spiritual realm, and there, to await their resurrection at the end of the age? Presumably, the 153 Chinese and Taiwanese citizens aboard Flight Mh370 became associate members of the advanced interstellar civilization that had adopted them. However, one would expect that at an appropriate time, the 153 cloned offspring of the 153 Chinese and Taiwanese citizens, who were aboard Flight MH370 will be returned to their parent's homelands, that is, China and Taiwan.
The kind of cloning, referred to above, was simple biological cloning. But after the biological cloning had been accomplished, at some future time the cloned offspring would, upon the voluntary death of his parent, receive the latter's soul (mind) and spirit. These would join the cloned offspring's own soul (mind). However, the latter did not possess a spirit until this was transferred to his own soul (mind) at the time of the death of his parent. This process of biological cloning and soul-spirit transfer is referred to in this blog as spiritual cloning. Therefore, at the time of the voluntary death of his parent, the cloned offspring became a compete person possessing a soul (mind)-actually two souls (minds)-and a spirit. The spirit would enable him to possess eternal life and be resurrected at the end of the present age. In addition, because the soul (mind) of the parent was now the part of the soul (mind) of his cloned offspring, the parent was now capable of experiencing life through the soul (mind) of his cloned offspring. The process of spiritual cloning, apparently, is employed by the living entities of advanced interstellar civilizations and enables the latter to live generation after generation for millions, and in some cases, billions of years.
The third experience in the spiritual journey of the 153 Chinese and Taiwanese citizens was still future when Flight MH370 made its unauthorized left turn over the South China Sea, and, in effect, became a hijacked airliner. This third experience was the death of the 153 Chinese and Taiwanese citizens, who sometime prior to this, had been cloned and possessed cloned offspring. Of course, these people were not aware of this. Their cloned offspring were cared for by the living entities of the advanced interstellar civilization that had cloned these people sometime in their past. The cloned offspring at this time were waiting for the time that they would receive their parent's soul (mind) and spirit, and thereby, become complete people. This would occur, as we have seen, when, following the unauthorized left turn of the aircraft, all the passengers and crew, with the exception of one, aboard Flight MH370, were asphyxiated as a result of the depressurization of the cabin and cockpit. The third experience is symbolized by point A3, located at the aircraft symbol that represents Flight MH370 (Figures 4-6) at the time when the aircraft made its unauthorized left turn, and a few minutes later the cabin and cockpit of the aircraft were depressurized.
All passengers aboard Flight MH370, who were Chinese or Taiwanese citizens, it is believed, underwent the three experiences, mentioned above, sometime during the course of their lives. This includes children, and even infants, if any were among the 153 Chinese and Taiwanese citizens aboard Flight MH370. It is not known, for certain, what took place with regard to the other passengers and crew aboard Flight MH370. Did they also possess cloned offspring that they did not know about? Were they resurrected by the Creator after the aircraft was captured by a large spaceship of the advanced interstellar civilization, mentioned above? Or, did they simply remain dead after the aircraft was captured and their soup-spirits taken to the abodes of the dead in the spiritual realm, and there, to await their resurrection at the end of the age? Presumably, the 153 Chinese and Taiwanese citizens aboard Flight Mh370 became associate members of the advanced interstellar civilization that had adopted them. However, one would expect that at an appropriate time, the 153 cloned offspring of the 153 Chinese and Taiwanese citizens, who were aboard Flight MH370 will be returned to their parent's homelands, that is, China and Taiwan.
Along with the return of the 153 cloned offspring of the 153 Chinese and Taiwanese citizens, it would not be unreasonable to expect that the Boeing 777-200ER on which the latter flew that fateful day, March 8, 2014, will be returned, also. However, it would be futile to speculate how, when, or where the aircraft will be returned. Perhaps, the aircraft will be returned to Beijing Capital International Airport, the scheduled destination of Flight MH370. However, it is possible that the aircraft will not be returned to this airport or any other airport, at all, but to some remote place in China or even another country. Will the cloned offspring of the 153 Chinese and Taiwanese citizens, who where aboard Flight MH370 March 8, 2014, be aboard the aircraft at that time? If so, perhaps in the eyes of the Creator, the time will have come for them to be reunited with their family and friends, and begin the work that the Creator intended for them to begin at this time. And what might the work be that the Creator desires for them to begin at this time? This, of course, may well be a mystery known only to the Creator at this time. But, perhaps, he has revealed a part of this mystery as it pertains to the mystery of the disappearance of Flight MH370.
It may be important to note that the number of passengers and crew who were citizens of China and Taiwan aboard Flight MH370 was 153. This number is repeated many times in this post. It may also be important that the number 153 appears in John 21:11 in the Bible. John 21:11 reads:
11 Simon Peter went up, and drew the net to land
full of great fishes, an hundred and fifty and three:
and for all there were so many, yet was not the net
broken.
This passage is taken from a longer passage in the Bible, John 21:-14. Although many would say that these passages of the Bible are not related to the mystery of the disappearance of Flight MH370, one would have to admit that this is an unusual coincidence. The disciples must have counted these fish. But why was it so important to include the number of fish that were caught in this story. Did Jesus Christ request the disciples to count the fish? If so, it is unlikely that he did this for a frivolous reason.
We shall now address alignments B, C, D, and E, which reveal, it is believed, that the disappearance of Flight MH370 was associated with activity by spaceships of an advanced interstellar civilization. Alignment B begins at point B1 located at one of the corners of the white label that designates the red aircraft symbol to be Flight MH370 (Figures 4-6), proceeds to point B2 located at the red aircraft symbol, mentioned above, and terminates at point B3, located at the tail of the yellow aircraft symbol that is directly facing another yellow aircraft symbol in proximity to it. Alignment B, it is believed, symbolizes the aircraft aspect of an encounter between the Boeing 777 designated Flight MH370 and a large triangular-shaped spaceship along with an accompanying disc spaceship. Alignment C, on the other hand, is believed to symbolize the spaceship aspect of this encounter. This encounter is believed to have taken place on March 8, 2014 somewhere in the southern Indian Ocean, perhaps in proximity to the search area designated as such in Figure 3. The latter is located about 1,400 miles southwest of Perth, Australia. In this context, point B3 of alignment B represents the upper yellow aircraft symbol and symbolizes man's civilization and his technology in the context of its encounter with the living entities of an advanced interstellar civilization and their technology. However, before discussing this encounter further, we first need to address alignment C.
Alignment C begins at point C1 located at the beginning of a dark line that is present on the right wing, which is depicted in the Malaysia Airlines logo in the upper left corner of the air traffic control maps that are depicted in Figures 4-6. It probably is no coincidence that this wing along with the white clouds depicted in the logo seem to resemble a disc spaceship. Following alignment C from point C1 to point C2, the latter is found to be located at the end of the dark line present on the right wing in this logo (Figures 4-6). Following alignment C from point C2 to point C3, the latter is found to be located at a corner of the white pyramid-shaped feature, mentioned above. This feature, in this context, is believed to symbolize a large triangular-shaped spaceship. Alignment C terminates at point C4, which is located at the tail of the lower yellow aircraft symbol that is depicted facing another yellow aircraft symbol in proximity to it. The latter is the upper yellow aircraft symbol, that was mentioned previously as the location of point B3 of alignment B.
The facing of the two yellow aircraft symbols represented by point B3 of alignment B and point C4 of alignment C is believed to symbolize an encounter between Flight MH370 (point B3) and a large triangular-shaped spaceship (point C3). In this encounter, Flight MH370, it is believed, is symbolically depicted being captured by the large triangular-shaped spaceship. Presumably, the Boeing 777 was captured in a transport beam of some kind and taken by a large disc spaceship to the cavernous spaceship operations area within the large triangular-shaped spaceship. This occurred, it is believed, while the aircraft was still airborne, and so, the latter did not crash into the southern Indian Ocean. This capture, it is believed, is symbolically depicted in Figures 4-6. As stated earlier, this map is one of the images of a video that displays the locations of various aircraft in the vicinity of Kuala Lumpur International Airport on March 8, 2014. Flight MH370, as we have seen, is symbolized by the red aircraft symbol, and its radar track is identified by the blue line that connects Kuala Lumpur International Airport with the red aircraft symbol. All the aircraft symbols, including Flight MH370, are in motion throughout the video from which Figures 4-6 were taken. However, only three of these are important in signifying the encounter and capture of the Boeing 777-200ER by the two spaceships. These are the red aircraft symbol and the two yellow aircraft symbols, mentioned above.
In this context, alignment B, which connects the red aircraft symbol (point B2) and the tail of the upper yellow aircraft symbol (point B3), can be viewed as signifying man's present civilization and the technology employed by man. Alignment C connects the beginning of the dark line that is present on the wing depicted in the Malaysia Airlines logo (point C1) with the end of that dark line ( point C2). However, the symbolic meaning of the dark line is not known at this time. Alignment C continues to a corner of the white pyramid-shaped feature (point C3), and the tail of the lower yellow aircraft symbol (point C4). Alignment C, in this context, can be viewed as signifying the advanced interstellar civilization and advanced technology employed by the living entities of that civilization. In the video, the upper (point B3) and lower (point C4) yellow aircraft symbols in Figures 4-6 move toward each other and collide head-on, but, actually, they are at different altitudes). There is a short time when the two become one misshaped yellow aircraft symbol. At this time, the red aircraft symbol disappears. This apparently was the time (01:21 AM) when Flight MH370's transponder stopped sending transmissions. Although the symbolism here is subtle, it does seem to suggest that the Boeing 777 was captured and disappeared. In addition, it should be noted that if the upper and lower yellow aircraft symbols depicted in Figures 4-6 are treated as two points of an alignment, and the alignment formed by these two symbols is extended south beyond the borders of Figures 4-6, it passes through areas of the southern Indian Ocean where the aircraft is believed to have crashed (Figure 3). This, too, is a subtle indication that Flight MH370 was captured in the southern Indian Ocean, by living entities of an advanced interstellar civilization and did not crash into the ocean.
Alignment D begins at point D1 located at the top corner of the white pyramid-shaped feature, proceeds to point D2 located at the bottom corner of the same feature, and terminates at point D3 located at a grey round disc-shaped feature that is within a white rectangular box (Figures 4-6). The triangular-shaped spaceship, as we have seen, is believed to be a large spaceship that was involved in the capture of Flight MH370. it is possible that alignment D is trying to tell us that a disc spaceship, perhaps, a large disc spaceship, was involved with the triangular-shaped large spaceship in the capture of Flight MH370. Therefore, this feature, as well as the other grey round disc-shaped features, present within the white rectangular box are believed to symbolize spaceships. Based on the above, we shall assume that the white rectangular box that contains these grey round disc-shaped features, symbolizes the cavernous spaceship operations area of a very large mother ship-one that is capable of receiving even large spaceships, such as the large spaceship symbolized by the pyramid-shaped feature in Figures 4-6. This view is supported by the actual dimensions of two of the spaceships, mentioned above. If we carefully measure the maximum width of the large spaceship symbolized by the triangular-shaped feature, we find that it is exactly the same width as the very large spaceship symbolized by the white rectangular box. This signifies, it is believed, that the large spaceships of this advanced interstellar civilization can be transported aboard the very large mother spaceships of this civilization, rather than operating alone.
Alignment E begins at point E1 located at the beginning of the dark line that is present on the right wing depicted in the Malaysia Airlines logo in the upper left corner of the air traffic control maps that are depicted in Figures 4-6. Once again, it probably is no coincidence that this wing along with the white clouds in the logo seem to resemble a disc spaceship. Alignment E continues to point E2 located at the end of the dark line that is present on the right wing depicted in the logo, mentioned above. However, the symbolic meaning of the dark line is not known at this time. After this, alignment E terminates at point E3 located at a grey disc-shaped feature that is associated with the white rectangular box. Because this disc-shaped feature resembles a disc spaceship, we shall assume that this is what it is meant to symbolize. And, once again, we shall also assume that the white rectangular box symbolizes a very large mother ship, which is capable of maintaining a variety of different kinds of spaceships: triangular-shaped, disc-shaped, and longitudinal, and these are capable of performing a variety of different tasks-one of which, on March 8, 2014, may have been to transport a massive object, such as a Boeing 777-200ER, though the air by means of a transport beam to a waiting, large triangular-shaped spaceship.
Credits:
Daily Mail (www.dailymail.co.uk); news article: 2584816, Search Area for Flight MH370 Drastically Reduced, March 19, 2014
Heavy News (www.heavy.com/news); news article: Fariq Abdul Hamid, Malaysia Flight 370 Co-Pilot: Five Fast Facts You Need to Know, video, March 10, 2014
Wikipedia, a free encyclopedia; news article: Malaysia Airlines Flight 370, March 10, 2014, Wikipedia Foundation, Inc. (an online encyclopedia)
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