. >> arthur rosenberg? >> that would be inconsistent with the theory that jeff is trying to advance here, which takes you to the northern route. i think there's a lot of credence to that. the route over myanmar and bangladesh and nepal, that's an area of substantial interest. >> jeff beatty? >> well, i don't disagree, because early on we were looking at the northern route. i think it just has to stay on the table. >> you don't necessarily agree? >> i still -- the southern route still seems to be the most preferable one. and i'm still looking for the experts to be drilling down on those pings. they're already at the extremity of what these satellites were ever intended to be able to interpret. so we have a long way to go on that. >> speaking of satellites, this is from ken who says, can't we look at satellite photos from sunday, monday, et cetera, to see how far the objects have moved? no, yes, who can answer that for me? mary, is that you? >> well, they can look at satellites -- >> go ahead, mary. >> okay,

arthur rosenberg. good to see you. so -- >> how are you, fredricka? >> based on the information we're getting from malaysian authorities, are you anxious to hear whether there was more to this message? all right, good night? or is it alarming or disturbing enough to you that it was just simply all right, good night, after the communication system was disabled? >> all right, good night, is a game changer in this investigation. so i think we just have to back up a little bit. we have a plane that took off from kuala lumpur in the middle of the night. the middle of the night is the least traveled time for airplanes, the least time that air traffic controllers are manning the stations. things are much more relaxed. 45 minutes into this flight we now know from the prime minister of malaysia that it was either the transponder or the acars system. i'm not sure which one, was turned often, and then you have a communication, which is, all right, good night. now, with all deference to mr. quest, i disagree with t

clearly not in this case. >> i want to bring in arthur rosenberg.how important is it for families to stick together in this situation? >> yeah, what usually happens in these disaster cases is that a family group is formed and coordinated by the families of the victims. it's typical, it happened in lockerbie. there was a very effective group that coordinated, they made some changes and helped towards the family assistance act. i want to move forward a little bit. part of the problem that these families are having is that there is not one sovereign that has been controlling this investigation from both the criminal side and from the civil side. so in the united states, when we have a domestic crash or offshore, we have the faa, if there's a criminal, we have the ntsb, the faa, the fbi. they get involved here. you're coordinating the efforts of many different countries. >> right. >> so just to end this out, malaysia airlines absolutely is responsible to provide these families with grief counseling and even maybe a little bit of support at this point. a

we ar are going to go to arthur rosenberg, an investigation engineer, and also author of "extreme fear jeff rosenberg. what does this tell you, jeff? >> well, it is a real game-changer, because people are scratching their head, because it does not make sense and it does not make sense, because we are looking at the past incidents to try to understand what is happening here. but it is so different from anything that has happened, it is a paradigm shift, and if it is as it appears that the pilot and/or the co-pilot seized control of the plane for some quote, unquote nefarious purpose, it is going to change the psychology as 9/11 did. it is going to change the scale of the way that people think of airplane security. before, pilots were the trusted inner circle and the bedrock of which the security apparatus operated and there was a latched door and dead bole, and if these people are responsible for the act, and they have the safety of the people in their hand, we will not look at the pilots the same way, and trust them like we did before. >> that is is a big statement that you are making

arthur rosenberg, aviation engineer and attorney.ecurity and threat assessment expert, and jeff wise is the author of "extreme fear." so, thank you, guys, for joining us. abc is reporting about this abrupt left turning. they're saying that it has to be preprogrammed, right? the malaysian military radar showed that the plane was brought up to 45,000 feet and then dropped to 23,000 feet. could this be a tactical maneuver to avoid being detected? >> we have to look at that data with a grain of salt. throughout this week we've seen all kinds of information come through. some of it is always falling out. from what i've heard, 45,000 feet is a very difficult altitude for this plane to achieve. >> have to really push it then it would possibly break apart. it might be beyond its maximum altitude. depends on conditions, weight, et cetera. even "the new york times" report where i first saw this indicated that the descent was physically impossible. we know some of this report is erroneous. it may be that the entire thing is erroneous. >> yeah.

clearly one for arthur rosenberg. >> i'm in jeff wise's camp on this one. well-conceived plan, was well-executed by smart people. we've been playing catchup since day one. the end game remains to be seen and i think this hasn't unfolded to its true wigs yet. >> mary schiavo, how do you lose a boeing 777 with today's technology but i can't park two minutes over at a meter without a dchl amn ticket? >> meter maids. when you're over the ocean you have nothing but secondary radar and we don't have the aviation cops where we need them. >> go ahead. >> one for you, patrick smith. it comes from erica mcknight. why don't airliners such as flight 370 have any cameras on board or in the cockpit? >> i don't see how that would help sni don help. i don't see that germain to this. >> that would have helped. >> we're all playing arm chair investigators here. us and everybody watching. we just don't have enough information yet and we need to sit back and stop all of the crazy speculation and see what happens. i think we'll get to the bottom of this eventually. we might not

arthur rosenberg is in new york.iation analyst mary see ya voe is in charleston, south carolina, and mike dumbroff joins us. the focus of the investigation seems to be zeroing in on the pilots. mark, you first. what can be gleaned from that personal simulator? apparently investigators have collected it. they're going to be examining it. what are they looking for in that simulator? >> i suppose, fredricka, that what they're looking for is a scenario that might match what little they know about the actual flight itself essentially a reher shall or a dry run or some indication on there that somehow this was being rehearsed. that may likely be a microsoft flight simulator program which you or i could buy at the computer store. it's certainly that i have one on a flight simulator that i have. but i suspect that what they're looking for to see if it's there is something that may, in fact, suggest that what happened on this flight was rehearsed. it certainly makes sense to look at any possible lead. but i suspect i wouldn't

our experts are back, richard quest, miles o'brien, arthur rosenberg and robert goyer. let me start with you, richard. you had a chance to go through this report. some of these things sound, we don't know exactly what happened on this plane but some things sound like it could be analogous. >> the bit that, would out whether the plane is going at the right direction at the right speed at the right altitude. it malfunctioned. there was a problem with the adru. doesn't matter what the details are. the plane went up. the pilots had to take control of it and fly it manually. difference here is they were able to control the plane quite quickly once they disengaged the autopilot and crucially they got a message out and called out and perth immediately vectored them back into it. they flew the plane. what the report says is that there are certain circumstances with automation where the pilots have not been trained. >> and that could be a big issue. miles, what is your take away from this? obviously, this happens to have also been a malaysian airlines triple 7200. >> subsequent

arthur rosenberg, bob arnot, dr. talk about how countries are cooperating in the search. will that cooperation now help enhangs the investigation. [ telephone rings ] [ shirley ] edward jones. this is shirley speaking. how may i help you? oh hey, neill, how are you? how was the trip? [ male announcer ] with nearly 7 million investors... [ shirley ] he's right here. hold on one sec. [ male announcer ] ...you'd expect us to have a highly skilled call center. kevin, neill holley's on line one. ok, great. [ male announcer ] and we do. it's how edward jones makes sense of investing. ♪ it's how edward jones makes sense of investing. those little cialis tadalafil for daily use helps you be ready anytime the moment is right. cialis is also the only daily ed tablet approved to treat symptoms of bph, like needing to go frequently. tell your doctor about all your medical conditions and medicines, and ask if your heart is healthy enough for sex. do not take cialis if you take nitrates for chest pain, as it may cause an unsafe dr

jeff wise, arthur rosenberg, also mary schiavo, an attorney for victims of transportation accidents. captain bobby skoaly, richard, despite what malaysian authorities are saying are we any closer to finding this plane? >> we are a lot closer to knowing the whereabouts of the aircraft. what the inmarsat evidence today along with the aaib and what we learned from the malaysian government is we can rule out the northern corridor. this plane went down in the southern corridor and by the words of the inmarsat, in the south indian ocean. >> mary, can you remember a time when a conclusion was made about a plane crash without a known crash site or any debris found at all? >> no, i really can't. and also i can't remember a time when the conclusion was drawn this early. in fact, the ntsb is usually criticized for dragging things out much longer and having a series of hearings. this is rather early and to narrow it down to those four potential causes with no evidence is irregular, i link. >> a similar question to mile o'brien, miles, it is unusual to say something happened and to say the plane

arthur rosenberg is a pilot and mary schiavo now represents victims of transportation accidents. and jeff beatty is a former cia and fbi and former delta force officer. arthur, looking at these transcripts from the cockpit, i have a question for you and richard from barbara, okay? here is what barbara says. barbara says, isn't co-pilot's "all right, good night" consistent with his lax attitude towards regs such as having ladies in the cockpit? >> first off, i guess i'm the guest that's going to disagree with richard. i think this transcript is very significant, and i'm looking down only because i'm looking at the transcript. the bottom line here is, at the time of the firsthandoff when they took off from the tower to the kuala lumpur radar atc, the co-pilot repeated the frequency, 132.6. as you move down the line, we get into what i believe to be the accident sequence. at 1:07, acars did the last report. we have the navigation change. >> what are you saying there? >> i'm saying at the time of the next handoff, it was all right, good night without a repeat of the frequency. in othe

in new york, i'm joined by daniel rose and arthur rosenberg, an aviation lawyer and pilot. in washington, rick is an aviation surveillance and tom is a cnn law enforcement analyst. shoun o'connor for the air force joins us from indianapolis. from denver, david is a cnn safety analyst author of "why planes crash." thank you all for joining us. sean, i want to start with you. as part of your career, you look at images of this and try to figure out how significant they may be. you have seen pictures of the images from the chinese satellite. what do you think it might be? any reason for hope? any differentiation in the images we saw earlier in the week? >> one of the interesting things you can notice when you look at the images we saw earlier in the week released by australia, they gave one of the dimensions for the larger object as 24 meters. this one, they are saying is about 22 meters wrong. there's a little margin for error there. if there's measuring difficulty, they might be the same object. they both looked relatively rectangular. this one was sighted 120 kilometers from

aviation lawyer and veteran pil pilot arthur rosenberg. hello. >> thank you. >> how are you?oing well. let's talk about this suspicious object detected by chinese s satellites. how difficult is it going to be top find this in these rough seas? i want to come to you first, considering that we just got this report of a sighting of some small objects with the naked eye. when someone went back they found a wooden pallet. there's a lot of stuff there in this south indian ocean. >> right. >> victor, as a former investigator, you know, the families and finding the plane is the number one priority. after that you look at airport security matters and look at what can investigators can doing back on malaysia's mainland and looking at the passengers closely. this may be something that is nontraditional. it may be a nontraditional form of terrorism. it might be a form of suicide terrorism. all of these things will eventually need to be looked at. finding the plane, very important. the families need to be, you know, at peace about what happened here. you got to also keep in mind it took o

joining me now to discuss these developments, we have arthur rosenberg, aviation lawyer, engineer and pilot and a professor of aeronautics at m.i.t. and a former director -- assistant director of the fbi. john, i wonder if i could start with you. we have a lot of new information over the last 24 hours about the potential of a pilot's involvement in this. that it was a deliberate act. that it required turning off systems. radar indications of a steep ascent and decent. and flying through radar zones to avoid radar. that requires a level of skill. i wonder with what you know, would that have to be a professional pilot who could do something like that or could someone learn up in effect to control the plane in such a way? i mean, we saw in 9/11 you had nonprofessional pilots fly that plane to great damage. could a nonpilot fly this path they're looking into this? >> i think with someone who had a pretty good knowledge of the systems. just turning off the acar systems itself is not an easy thing. it's kind of like resetting some setting in your computer. you have to know which pages to go

arthur rosenberg. ainvestigativiation engineer an. and jeff wise, author of "extreme fear." we're looking at the northern path and southern path. i want to play something that our security analyst, former cia said to him, when i asked him about flying north, why they're looking south now. flying north. why some people are saying that may be insignificant but you guys believe it is because of the tracking systems. listen. >> i've been in those radar sites. they've fallen apart. there's not much there. you know, u.s. radar helping pick something up that the locals wouldn't necessarily see it. kazakhstan's not much better. there are fields in kazakhstan where you could land conceivably, abandoned military fields, put it in a warehouse. that is just so fantastic, i just would find it difficult to arrive at that conclusion. but, you know, you can't rule it out. >> jeff, that is a direct contradiction of most of the reporting that's going on. >> yeah, what we're seeing from a lot of officials this idea it had to have taken the southern route because the northern route has too much

out front richard quest, arthur rosenberg and steven wood and miles o'brien, our aviation analyst. the expert here looking at these images that we have and what they mean. we don't have the japanese ones yet, which could be very important. but we do have now french satellites, thai satellites, australian satellites. a lot of pictures. you've been looking at these images, what do you think? >> a couple things. i think we're getting closer. a lot of evidence that the story is coming closer the way i described it before. if you think of the series of concentric circles we now are tightening up this radius and getting closer. but we're still lacking that definitive evidence of being able to find the physical debris that we're looking for. i think that's one of those challenges that we are getting right now with satellite imagery. it's a piece of the story, but not the complete story. >> are you surprised? some of us say, gosh, so many hundreds of objects and modern technology and ships going through and why has no one been able to pick a piece up and say what it is. >> i love one of th

>> joining us now pilot and aviation attorney arthur rosenberg. to have you this morning. you know, we heard from the malaysian prime minister saying again someone deliberately acted in this case. but stopped short of calling it a hijacking. why? >> well, first of all, i think you have to take a look at what we know. we know that the airplane was en route to beijing. 45 minutes out, voice communication was terminated after the captain or the co-pilot said essentially, good night. minutes later, the transponder was turned off. primary radar has the plane turning around towards the southwest. and then what i talked about a little bit yesterday, what was the primary radar hits, without the transponder on, was still able to track the airplane to four unique waypoints in the sky, points in the sky where the plane was directed to. those are all intentional acts. now, what we learned a little bit from yesterday was that we had these altitude variations, 45,000 feet down into the 20,000s of feet. but i don't give a lot of weight to that because the farther

rosenberg. arthur, welcome.ce payments have been made to these families, even though obviously they are still looking for the plane. what are the payments for? >> sure. the way this works it is this. there essentially is an agreement under the aviation disaster family assistance act. it's also made relevant through international flights through international understanding. what happens is that the government tells the airline to pay for the family's basic economic needs, food, shelter, if they have mortgage payments, car payments, something to get through this horrendous period. >> okay. >> that comes out of the insurance that the airline has it is required to have under the montreal convention. beyond that, if you'd like me to go with that, i can take you down that road. >> go ahead. finish your thought. >> these families need representation and guidance because they will have to file claims within a two-year period. it's mandatory. now, in order to file the claim, as the segment said, you have to have a findin