For years, investigators, engineers, mathematicians,
and independent analysts worked to understand
what these satellite signals were trying to say.
This graph represents one of the most important
breakthroughs in the MH370 investigation, the
Doppler behavior derived from Inmarsat burst
frequency offsets. What made this graph so important
was that it proved the aircraft was not simply
stationary. It was moving relative to the satellite.
And more importantly, the motion itself could
be measured. Michael Exner and others helped
demonstrate that the Doppler shift contained
directional information hidden inside the signal
structure. That changed everything. But even
with this breakthrough, one major limitation
remained. The signals were still primarily being
treated as isolated measurements. points on a
graph, corrections, frequency offsets. What you
are about to see is the next stage beyond that.
Instead of treating BTO and BFO separately, we
begin treating them as a unified motion system,
a live constraint environment, where timing,
distance, direction, and continuity must all
remain satisfied simultaneously. This is where
the reconstruction stops behaving like disconnected
points and starts behaving like motion. We start
with BTO signals, not assumptions, not search
zones, just signals. The first signal is the
measured BTO error field. This graph represents
the difference between the measured burst timing
offset and the calculated satellite path timing
between the aircraft and the ground Earth station.
At first glance, it appears chaotic. Noise, random
variation. But inside that apparent chaos is
something important. Continuity. The signal never
completely loses structure. Even inside the airfield,
The aircraft remains constrained to a measurable
timing relationship with the satellite system.
The second signal is the distribution profile.
The histogram shows us how the BTO error behaves
statistically over time. What matters here is
not perfection. What matters is containment.
The signal errors remain centered around a measurable
mean. That tells us the system itself remains
stable enough to reconstruct motion from. The
satellite system is not randomly drifting. It
is operating inside a constrained timing environment.
The third signal is the detailed breakdown. This
is where we begin seeing the microstructure of
the timing behavior itself. Short bursts, small
oscillations, continuous corrections. The signal
is constantly adjusting while still remaining
inside a stable envelope. This becomes extremely
important later, because once motion begins to
organize, these same small timing structures
begin revealing directional continuity. This
is the foundation of the reconstruction before
headings, before turns, before flight paths.
We begin with the raw timing environment itself,
and once these signals are stabilized and constrained,
we can begin combining them with Doppler behavior,
motion continuity, and fixed anchor geometry.
This is where the system begins transitioning
from isolated measurements into live motion.
Then we break the system down even further. Now
we isolate only the BTO and BFO noise environment
itself. No flight path yet, no assumptions about
destination, no reconstructed trajectory, just
signal behavior. we begin reducing the BTO noise
field. The raw burst timing offset contains transmission
variability, timing jitter, satellite timing
uncertainty, and environmental noise. At first
glance, the signal appears unstable, but once
the non -essential variation is reduced, the
underlying timing continuity begins to emerge.
The important part is not removing the signal.
the important part is revealing the stable structure
underneath it. This is where the Doppler environment
becomes visible. RAW BFO contains oscillator
drift, satellite motion effects, aircraft motion
effects, and system correction behavior. Once
reduced, the directional continuity begins separating
itself from the surrounding noise.