On the night of March 8, 2014, Malaysia Airlines Flight MH370, carrying 239 people, vanished without a trace.

No mayday call, no wreckage, no explanation — just silence.

Over the past decade, experts have spent hundreds of millions of dollars searching the vast Indian Ocean floor, yet the plane’s final resting place remained elusive.

Now, a retired British aerospace engineer, Richard Godfrey, claims to have cracked the case using an unconventional method involving faint radio signals that no one else had considered.

His findings have stunned scientists and reignited hope that MH370’s wreckage may finally be located.

 

Most people know the basic story of MH370: a Boeing 777 took off from Kuala Lumpur at 12:41 a.m., bound for Beijing with 239 passengers and crew.

The flight began normally, with routine communication and a smooth ascent.

But at 1:21 a.m., the plane’s transponder — the device that broadcasts its position to civilian radar — suddenly went dark.

To the outside world, it was as if the plane had vanished into thin air.

 

However, military radar continued to track an unidentified blip believed to be MH370.

The aircraft had made a sharp, deliberate turn back across the Malay Peninsula, heading west instead of northeast.

It flew northwest over the Andaman Sea until 2:22 a.m., when it disappeared from radar altogether. No distress signals or explanations followed.

 

While the plane stopped communicating with air traffic control, its satellite system quietly sent “handshakes” — brief pings to an Inmarsat satellite — for six more hours.

These seven pings became the only clues to its path, leading investigators to map two possible routes: one north across Asia, quickly ruled out due to radar coverage, and one south into the Indian Ocean.

The search focused on this “Seventh Arc,” where the plane was presumed to have run out of fuel and crashed.

 

The official search was one of the largest and most expensive in aviation history, covering 120,000 square kilometers of ocean floor — roughly the size of Pennsylvania.

Despite years of sonar scans and underwater drones, no definitive wreckage was found.

Only scattered debris washed ashore on distant islands, including a flaperon on Reunion Island and fragments along the coasts of Mozambique, Madagascar, and Tanzania.

 

Yet the official narrative, which suggested the pilot deliberately flew the plane south until fuel exhaustion, began to unravel.

Satellite data analysis indicated the plane likely descended rapidly in a nosedive rather than gliding down gently.

The recovered debris showed signs of violent impact, inconsistent with a controlled ditching.

 

Moreover, the entire search relied heavily on assumptions: that the satellite pings precisely mapped the plane’s path, that fuel consumption followed predicted models, and that autopilot kept the plane steady until the end.

These assumptions narrowed the search to a thin arc, but after years of failure, it became clear that the plane might not be where everyone thought.

 

Richard Godfrey, a retired British aerospace engineer with a passion for puzzles, approached the mystery differently.

Instead of relying solely on satellite data, he explored a little-known technology called WSPR (Weak Signal Propagation Reporter).

Originally developed for amateur radio enthusiasts, WSPR involves thousands of low-power radio signals bouncing around the globe, creating a vast network of invisible “threads.”

 

Godfrey hypothesized that an enormous object like a Boeing 777 flying through the atmosphere would disrupt these weak signals, leaving detectable “disturbances” in the WSPR network data.

By analyzing billions of data points from WSPRnet, an online database of these signals, he searched for anomalies that aligned with MH370’s last known flight time and location.

After three years of painstaking data analysis, filtering out noise from solar storms and atmospheric interference, Godfrey identified about 130 anomalies over the Indian Ocean on the night MH370 disappeared.

When plotted in sequence, these disturbances formed a coherent track starting from the last military radar contact and curving southwest, then south, ending at a specific coordinate: approximately 29.128°S, 99.934°E — some 1,500 kilometers west of Perth, Australia.

 

This location lies within an area never officially searched, raising the possibility that MH370’s wreckage had been missed entirely.

 

Numbers alone are not enough to solve a mystery of this magnitude.

To validate his findings, Godfrey partnered with analysts at the University of Liverpool, experts who had previously helped locate the wreckage of Air France Flight 447.

 

The Liverpool team conducted rigorous statistical tests, including Bayesian analysis, which showed a 74% probability that MH370’s wreckage lies within Godfrey’s pinpointed zone.

This was a major breakthrough, providing a mathematically solid target rather than vague guesses.

 

Further reinforcing the theory, Godfrey and collaborators chartered a Boeing 777 flight along the suspected path, while WSPR stations worldwide monitored the radio signals.

The disturbances appeared exactly where predicted, proving that WSPR could track large aircraft in real time.

 

Unsurprisingly, the WSPR theory faced skepticism.

Critics pointed out that WSPR was never designed for tracking planes and accused Godfrey of moving the target location over time.

However, Godfrey explained that refining the model with new data is standard scientific practice, not guesswork.

The crash site estimate stabilized at 29°S for over 14 months, indicating a robust conclusion.

 

Another critique was the lack of wreckage at the proposed site.

While no physical debris has yet been recovered there, ocean drift simulations by German oceanographers traced confirmed MH370 debris found on African shores back to this exact area.

This independent confirmation strengthens the argument that the plane lies near Godfrey’s hotspot.

 

Encouragingly, the Malaysian government has contracted Ocean Infinity, a company with advanced deep-sea search technology, to scan a 15,000 square kilometer area centered on Godfrey’s coordinates.

Ocean Infinity’s fleet of autonomous underwater vehicles, capable of diving 6,000 meters and scanning the seabed with high-resolution sonar, will conduct the search under a “no find, no fee” agreement.

This means Ocean Infinity is confident in the data’s accuracy and willing to risk tens of millions of dollars to locate the wreckage.

The search could be completed in about a month once weather conditions permit.

 

After more than a decade of anguish, wild theories, and fruitless searches, Richard Godfrey’s innovative use of amateur radio data offers a fresh, data-driven lead in the MH370 case.

While no discovery is certain until wreckage is found, the combination of WSPR analysis, independent statistical validation, ocean drift modeling, and a committed new search effort brings renewed hope to families and investigators alike.

 

If Ocean Infinity’s mission succeeds, it could finally provide the closure that has eluded so many for years and close the book on one of the most haunting aviation mysteries of our time.

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