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Operation Disclosure Official
By Ismail Hammad, Guest Writer
Submitted on September 8, 2026
I have something particular to say about the Malaysian plane MH370 accident considering we passed the 12 anniversary of it going missing and the intension of Malaysian government to extend the Searching for another year.
In the major problems and perplexing mysteries, we must begin with the simplest, easiest, and least expensive solutions. For example, if the television at home is not working, should we immediately take it to a repair shop, or should we first ensure it’s connected to the power supply?. Similarly, the success of that type of investigation is not limited to searching for the location of the wreckage, but also to studying how the plane moved to its final resting place and its style.
I proposed two axes for searching for the aircraft, both relying on traditional sonar detection devices and visual inspection. The first axis is based on a simple principle of manual flight: the deviation of the aircraft’s magnetic compass from true north of the earth by an amount that requires constant correction during flight. It’s certain that no one on board the ill-fated plane dedicated himself to constantly correcting this deviation to achieve the precise, straight route shown in satellite imagery, or even cared to do that task which requires complete dedication.
The magnitude of this deviation depends on the pilot’s fatigue, weather conditions, and the aircraft’s payload. However, the investigating authorities’ absolute reliance on satellite data alone, and their insufficient attention to this basic principle of aviation, led to a decade of perplexity for the investigators.
This axis leads us to the shallow waters off the coast of northwest Australia. The presence of the aircraft there is highly probable, not a guess, but an engineering inevitability if we follow the fundamentals of flight without navigation equipment. The aircraft continued its southward course relying solely on its standby magnetic compass for direction, without any other navigational aids to evade the detection satellite signals towards its final destination. Furthermore, the autopilot was not used, as this route was not pre-programmed into the autopilot’s computer, as well as the autopilot’s software does not respond to the mere input of “south-central Indian Ocean” to change the aircraft’s route. Even inputting the coordinates of a point over the ocean requires a satellite connection, which was not present. All of this proves that the aircraft was being piloted manually.
The second axis of the searching I proposed was to search the shallow waters of the Philippine islands which have abandoned landing strips that terminate at these beaches, or to search the deep, wide lakes that would allow such large aircraft to ditch and disappear within them.
This line of search is supported by a simple principle in aviation and a human factor: no single hijacker or rogue pilot could have continued flying a large aircraft like the Boeing 777-200 for nine hours, from takeoff to the seventh arc of the satellite, preceded by several hours since waking up from sleep until the pilot makes the pre-departure check of the aircraft and that approximately another 5 hours. This is especially true given that most of this flight was manual, without Avionics devices or navigational aids to determine direction while maintaining a precise straight route to the south.
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That search axis is also supported by the forgotten witness of the oil rig worker Mr. Mike McKay.
The families of the victims have the right to know the fate of their loved ones and where they now rest in peace, after they having witnessed one of the most tragic theatres of life.
For more details: please see attached.
Best Regards
Chief Engineer/Ismail Hammad
EGYPTAIR MAINTENANCE AND ENGINEERING CO.
WhatsApp: 002 0100 60 18 732
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