EVENTS IN TIME (BIBLE PROPHECY LITERALLY FULFILLED)(BY GOD)

I WRITE NEWS ABOUT AND PUT NEWS ARTICLES ABOUT ISRAEL AND JERUSALEM PERTAINING TO BIBLE PROPHESY HAPPENINGS.JOEL 3:20 But Judah (ISRAEL) shall dwell for ever, and Jerusalem from generation to generation.(THATS ISRAEL-JERUSALEM WILL NEVER BE DESTROYED AGAIN)-WE CHRISTIANS ARE ALL WAITING PATIENTLY FOR THE PRE-TRIBULATION RAPTURE TO OCCUR.SO WE CAN GO TO JESUS AND GET OUR NEVER DYING BODIES.SO WE CAN RULE OVER CITIES OURSELVES.WHILE JESUS RULES FROM DAVIDS THRONE FOREVER IN JERUSALEM.

Tuesday, March 10, 2015

AIRASIA FLIGHT QZ 8501 MISSING ON WAY TO SINGAPORE AIRBUS A320-200-DAY 73

MISSING FLIGHT QZ 8501 AIR BUS A320-200-pic-Indianexpress.com

UPDATES-TUE MAR 10,15-09:00PM-LAST UPDATE-NO MORE BODY SEARCHINGupdates in small type-96 BODIES OF THE 104 RECOVERED OF THE 162 ON FLIGHT QZ 8501 HAVE BEEN IDENTIFIED SO FAR AS OF THIS DAY.MAR 10TH WILL BE THE LAST SEARCH DAY FOR BODIES.However, smaller-scale SAR operations with three vessels and a team of divers will be carried out for seven more days, after which all SAR operations will be officially terminated.

MH370 OFFICIAL SITE
http://www.mh370.gov.my/index.php/en/
MH370 ALL UPDATES
http://www.mh370.gov.my/index.php/en/2014-10-08-06-31-42/2014-10-08-06-32-33
JEFF WISE SITE
http://jeffwise.net/

Handheld Biometrics Deployed To Indonesia In Aid of AirAsia Victim Identification-Peter Counter-January 19, 2015-Trident biometric reader

The Trident handheld reader is helping to biometrically identify victims of the recent AirAsia tragedy.
AirAsia Flight QZ8501 went missing on December 28, 2014, enroute from Surabaya, Indonesia, to Singapore. The fight was found shortly after, having crashed into the waters south of Borneo and killed all 162 passengers.In the effort to identify the fallen victims of this latest major airline disaster, Indonesia’s Automatic Fingerprint Identification System (INAFIS) has been employed with the various Disaster Victim Identification teams. Using a number of technologies including the Trident handheld reader from Credence ID – which is using the Mobile Automatic Multi-Biometric Identification System (MAMBIS) – the disaster response teams are hoping to match the victims’ traits with photos, names and addresses.According to law enforcement officials from Indonesia, MAMBIS can produce 100 percent matches on victims whose fingerprints have not been damaged, while offering 60 percent accuracy with damaged samples. Over 50 percent of the AirAsia victims have been identified using the Trident device, bringing peace of mind to the mourning families affected by the disaster. Those victims who require other methods of identification, such as X-Ray or DNA matching, will take a significantly longer time to positively match to records.Underneath the tragedy and ensuing investigation efforts related to the AirAsia crash is the thankful fact that Indonesia benefits from an extremely comprehensive national ID database that includes the biographic and biometric data of nearly every one of the country’s 250 million plus citizens. A national registry, in tragic times like this, is helping identify bodies at a very fast pace thanks to mobile biometric readers like the Trident.The Trident handheld device, which can enroll and match face, fingerprint and iris biometrics, is used all around the world. In August, Credence ID announced that it won contracts in Mexico and Guatemala to aid in managing the identities of prison populations.

MH370 Operational Search Update—11 February 2015

This operational report has been developed to provide regular updates on the progress of the search effort for MH370. Our work will continue to be thorough and methodical, so sometimes weekly progress may seem slow. Please be assured that work is continuing and is aimed at finding MH370 as quickly as possible.

Key developments this week

GO Phoenix arrived in the search area and recommenced search operations on 10 February.Fugro Equator resumed underwater search operations on 5 February following the suspension of search operations due to weather conditions associated with Tropical Cyclones Diamondra and Eunice since 1 February. On 11 February the vessel departed the search area to conduct resupply in Fremantle.Fugro Discovery experienced some difficulties with its towfish communications after re-launching on 8 February. The towfish was recovered to deck once weather conditions permitted, repairs were undertaken and the underwater search then resumed.Fugro Supporter used a break in the weather to conduct an AUV mission on 6 February. The vessel resumed regular underwater search operations on 9 February.Over 22,000 square kilometres of the seafloor have now been searched.

Underwater search

In addition to locating the aircraft, the underwater search aims to map the MH370 debris field in order to identify and prioritise the recovery of specific aircraft components, including flight recorders, which will assist with the Malaysian investigation. The ATSB has utilised the data from the bathymetric survey work to prepare the initial plan for the underwater search, to be followed and referred to by all parties involved. The plan includes search timings, methods, procedures, safety precautions and the initial search areas for the various vessels.Over 22,000 square kilometres of the seafloor have been searched, which is around 36 per cent of the priority search area.Assuming no other significant delays with vessels, equipment or from the weather, the current underwater search area may be largely completed around May 2015.

Ship movements

GO Phoenix arrived in the search area and recommenced search operations on 10 February.Fugro Equator suspended underwater search operations on 11 February in order to travel to Fremantle for a scheduled port visit. The vessel is anticipated to arrive in port around 17 February.Fugro Discovery is scheduled to suspend underwater search operations around 12 February in order to travel to Fremantle for a scheduled port visit. The vessel is anticipated to arrive in port around 18 February.Fugro Supporter is scheduled to suspend underwater search operations around 14 February in order to travel to Fremantle for a scheduled port visit. The vessel is anticipated to arrive in port around 20 February.

Weather

Following bad weather associated with two tropical cyclones in the area, conditions prevented the safe launch/retrieval of search equipment between 1 and 5 February. The vessels evaded the storms and resumed search operations in the following days.Weather conditions will continue to improve over the next four days, with sea states in the search area anticipated to range from 1 to 5. This is a significant improvement on last week's weather conditions.Overall conditions are expected to continue to be generally favourable during the warmer months.

Equipment used in the underwater search

The underwater search is being carried out using two different types of subsea vehicles.

GO Phoenix, Fugro Discovery and Fugro Equator are equipped with towed vehicles (towfish) equipped with synthetic aperture sonar, side scan sonar and multi-beam echo sounders. The vehicles are towed behind the vessel on very long cables (up to 10 kilometres) at an altitude between 100 and 150 metres above the sea floor. The length of tow cable deployed is used to control the altitude of the towfish. The sonar instruments on the towfish collect data which is relayed in real time to the vessels where it is processed and analysed to determine if there is any evidence of debris on the seafloor associated with MH370.Dragon Prince, the EdgeTech DT-1 towfish that is being used to search the seafloor for MH370, on the deck of Fugro Discovery. Source: ATSB, photo by ABIS Chris Beerens, RAN.Dragon Prince deep tow fish is recovered onto the back deck, as Fugro Discovery completes the first stage of the search for the missing Malaysia airlines flight MH370. Source: ATSB, photo by ABIS Chris Beerens, RAN.

A video showing the launch of the towfish can be viewed at:
www.youtube.com/watch?v=qf6AHnahDu4

Fugro Supporter is equipped with a Kongsberg HUGIN 4500 autonomous underwater vehicle (AUV). AUVs are self-propelled underwater vehicles (often shaped like a torpedo) which are very manoeuvrable. They can turn, ascend and descend rapidly to maintain a constant altitude above the seafloor in areas of challenging bottom topography. For this reason the HUGIN 4500 on Fugro Supporter is being used to search areas which are difficult or inefficient for the towed systems to search.The HUGIN 4500 AUV is equipped with instruments identical to the towfish on Fugro Discovery and Fugro Equator. The AUV is launched from the vessel, dives to the correct altitude above the seafloor and then spends up to 24 hours gathering sonar data in a pre-programmed search pattern. When the mission is complete, the AUV surfaces and is recovered by the vessel, where the data is downloaded and the batteries changed, ready for the next mission.

Highlights - Report on missing Malaysian airliner one year on UPDATED: 08 Mar 2015 19:55-CNA

KUALA LUMPUR: An international team of investigators led by Malaysia released an interim report on Sunday on their inquiry into the disappearance of Malaysia Airlines' Flight MH370 one year after it went missing.The Boeing 777-200ER disappeared on a flight from Kuala Lumpur to Beijing with 227 passengers and 12 crew on board.Following are some main points from the team, which included investigators from the United States, Britain, China, France and Australia.- MH370 was spotted making a turn-back by Malaysian primary radars operated by both the military and civil aviation authorities. Thai radars also spotted MH370, but Bangkok's air traffic controllers "did not pay much attention" as the flight did not fall under Thailand's flight information region.

- Indonesian air traffic control radar in Medan, in the north of Sumatra island, did not pick up MH370 "for unknown reasons" despite having a range of 240 nautical miles. The Indonesian military picked up MH370's radar plot as it was heading towards its last confirmed position, at 35,000 feet about 90 miles off the east coast of Malaysia, heading towards Vietnam, but "no other information was made available".

- Investigations revealed nothing suspicious in the financial, medical or personal histories of pilots or crew, or in behaviour before the flight.

- The aircraft's transponder, which was switched off just before the aircraft made the turn-back, was "operating satisfactorily" until it was lost on the air-traffic control screen.

- There was no message from the aircraft reporting a system failure.

- The investigation team found that a battery powering MH370's flight data recorder's underwater locator beacon, which will send a signal if a crash occurs in the water, had expired in December 2012 and had not been replaced. This was because the engineering department's computer system was not properly updated.

- This was not noted until after MH370 disappeared, and Malaysia Airlines (MAS) engineers carried out a fleet-wide inspection of underwater locator beacons to ensure that the records for all of its aircraft were updated.

- The failure of the beacon, however, does not affect the recorder itself, and the investigation team did not point out any problems with the black boxes.

- The investigators confirmed the aircraft's right wing-tip was damaged during an accident while taxiing in Shanghai in 2012. It was repaired by a Boeing team there.

- Data from the aircraft's communications addressing and reporting system (ACARS) revealed no unusual engine behaviour on take-off.

- Weather reports showed no adverse weather at last point of contact.

- The report included transcripts of increasingly worried exchanges between air-traffic control centres and the MAS ground operations centre about the missing plane.

- A final report will not be issued until the investigation has been completed. Until then, the investigation team has to release an interim statement on each anniversary of the disappearance, detailing progress and any safety issues.(Reporting by Siva Govindasamy; Editing by Robert Birsel)-Reuters

My Crazy Theory About MH370 Went Viral Around the World. Here’s What I’ve Learned Since.
By Jeff Wise-mar 6,2015

You know that thing in movies when the romantic lead’s mousey best friend takes off her glasses and shakes out her hair? My pet theory about MH370 had that kind of moment last week. For the better part of a year, friends and relatives crossed the street to avoid having to hear about my weird, long Malaysia Airlines hypothesis. When it came to pitching editors and producers, I couldn’t get arrested. Then, on February 23, New York ran my article “How Crazy Am I to Think I Actually Know Where That Malaysia Airlines Plane Is?” and by Tuesday the story was getting picked up around the world. Soon I was booked on CNN, MSNBC, CBS, Fox, and a bunch of international networks.In 25 years of journalism, I’ve never had a story blow up like this. In one day, page views on my personal website went up tenfold, and my Kindle Single “The Plane That Wasn’t There” went from an Amazon ranking of 10,000 to 120. The biggest surprise wasn’t how many clicks the story was getting — I knew that a lot of people are interested in MH370 — but how positive the response was. I was expecting, frankly, to get roasted alive. Months ago, when I ran an early version of a part of my theory on my blog, it sparked a Reddit thread in which the typical comment was “I’m so furious I can’t even.”This time, I guess, people were more willing to hear what I had to say — understandably. Come this Sunday, March 8, a year will have gone by without any debris washing ashore. For four months, high-tech ships have been scanning the seabed in vain. Something seems obviously fishy. The idea that a pretty outlandish set of circumstances might have led us to this place seems less hard to swallow. “A far-out theory from one of CNN’s chief commentators on the aviation disaster, science journalist Jeff Wise, has been circulated worldwide,” wrote News Corp Australia, “and has more credibility than you might think.”Some of the feedback was out-and-out mean. RT, the Russian news outlet, suggested that I suffered from a mental affliction called “Putin Derangement Syndrome.” More surprisingly, the Independent Group, a loosely affiliated group of like-minded tech geeks that I’d been working with since March, kicked me out: A faction was outraged that I had published a hypothesis at odds with the IG’s “official” scenario put out in September. I don’t know why a person can’t recognize the potential viability of two contradictory hypotheses, but there you have it.One of my goals in publishing my theory was to see if I couldn’t shake the tree and scare up some new sources of information. On that score, the results were promising. Among the people who emailed me were flight attendants, 777 captains, and even a test pilot who works for a major aircraft manufacturer. I was also contacted by people who have done extensive business in Russia and Ukraine, and who I hope might be able to help me get a better picture of the three ethnic Russians aboard the plane. A representative of the missing passenger’s families reached out to me as well, to reiterate that they are not willing to accept the death of their loved ones without more concrete evidence than has been provided thus far.The most satisfying new data, however, came from someone I already knew: Indonesian aviation expert Gerry Soejatman, whom I’d gotten to know when we were both covering the AirAsia crash in December. After reading my article, Gerry decided to come forward with information that he had acquired while working on Inmarsat systems a few years prior. I’d always assumed that the Satellite Data Unit, which is located in the roof of the plane near the aft emergency exits and which would be crucial in perpetrating a spoof of the Inmarsat data — something that is central to my hypothesis — is not accessible in flight. Gerry wrote a fascinating blog post on his own website in which he pointed out that not only is the SDU accessible via an unlocked hatch, but that this hatch is located just aft of where the two Ukrainians were sitting. It would be relatively easy, Gerry writes, to feed false location data into the SDU from right in the cabin. I’d rate that a Wow! The biggest question mark that I hoped would be resolved was the mystery of the strange dirt rectangle north of the Yubileyniy, the runway in Kazakhstan where my theory proposes that the plane landed. (In my story, there are satellite photos of the site.) There, unfortunately, I didn’t make any progress. One commenter said that something really urgent must have been going on to do that work when the ground is frozen; another said that in that kind of extreme climate it’s better to work in the cold than in the summer heat. I’m still not even 100 percent sure if the rectangle is a pit or a mound. If any readers know how to turn stereoscopic images into 3-D renderings, let me know! For the record, I remain completely agnostic as to whether it has anything to do with MH370 or not.Of course, the real purpose of publishing the piece in New York was to prove to my wife that I hadn’t wasted the last eight months of my life on sheer folly. Once, she’d told me there was a 5 percent chance my theory was right; later, she’d revised that downward to zero percent. This afternoon, I asked her what she thought the odds were that the Russians really had taken the plane.“I don’t know,” she said.Which, I think, is actually the most reasonable answer.http://nymag.com/daily/intelligencer/2015/03/my-crazy-theory-about-mh370-went-viral-worldwide.html

EVENTS IN TIME (BIBLE PROPHECY LITERALLY FULFILLED)(BY GOD)

IMPORTANT LINKS

Tuesday, March 10, 2015

AIRASIA FLIGHT QZ 8501 MISSING ON WAY TO SINGAPORE AIRBUS A320-200-DAY 73

ALLTIME