Multiple questions about Fly Dubai ‘hijack’ narrative point to Israeli false flag

A PERSON claiming to be a 737 pilot has posted a series of flight aerodynamic facts on social media raising serious questions about the flight narrative around the Fly Dubai hijacking.

The hijacking could well be a false flag operation, but we cannot be certain at this stage. It came complete with multiple alleged heroism accounts which worked brilliantly in the immediate aftermath for Israeli PM Benjamin Netanyahu, who is facing re-election. But it wasn’t long before conflicting facts started to emerge.

A video posted online by one debunker shows passengers on the alleged flight holding seats that are shaking violently, but with no oxygen masks dropping down as they would in any emergency. However we are told that masks are released manually.

Another video shows seat back screens all blank in mid flight, then square seat backs in one scene and rounded seat backs in another, as well as a different ceiling and overhead storage structures.

And yet another video shows passengers with phones allegedly walking around in the plane after it supposedly recovered from the near supersonic, catastrophic 14,000ft plunge, supposedly pulled off by an Israeli plumber who made his way into the cabin and remembered how to control the jet after watching episodes of Air Disasters. Yeah right.

“I fly this exact jet and I ran all the numbers. I’ll go with “things that didn’t happen” for $1000 Alex,” the anonymous pilot posted in response to a popular line spoken in the TV gameshow Jeopardy!, in which contestants get to choose a category and the amount of points that category will be worth. So they say “I’ll take ‘Current Affairs’ for 400 please Alex!”

“These are pure physics numbers that can’t be disputed unless maybe this jet was flying on the moon!”

The pilot goes on to explain that even with the engines at flight idle, the aircraft would accelerate rapidly past its structural limits, entering the transonic or supersonic regime and reaching speeds well over Mach 1.0 (approx. 700+ knots/1200 feet per second).

He points out that the speed increase would be catastrophic because even at idle, jet airliners are highly aerodynamic and have very low drag, so when pitching down 30 degrees or more, gravity acts as a massive accelerator that easily overcomes idle thrust and aerodynamic drag.

This would produce catastrophic structural overspeed and in a theoretical zero-drag environment, converting 14,000 feet of potential energy directly into kinetic energy would push the aircraft to 1,209 feet per second (Mach 1.15–1.20).

“In reality, even with maximum aerodynamic drag factored in, a commercial airliner cannot dissipate that much gravitational energy. The speed would vastly exceed 𝑉𝑀𝑂 /𝑀𝑀𝑂 (Maximum Operating Limit Speed, typically around Mach 0.82 to 0.89),” the pilot notes.

The physical consequences of a commercial airliner experiencing these figures would face severe aerodynamic phenomena:

Mach buffet and control loss would be experienced as the plane breached Mach 0.9+, with shockwaves forming over the wings, causing extreme buffeting, loss of elevator effectiveness (shock stall), and a phenomenon known as “mach tuck,” which forces the nose down even further.

Structural failure would then set in due to extreme dynamic pressure (Q) at lower altitudes combined with high speeds, which would likely rip apart control surfaces (ailerons, elevators), the tail section, or the wings before the 30 seconds concluded.

At 30,000 feet, Mach 0.77 equates to a true airspeed of roughly 765 feet per second (453 knots) and to redirect that forward momentum downward into a 35° dive required a rapid rotation of the flight path vector.

A three-second rapid push-over requires a sustained load of approximately -3.8 G.A and a two-second violent push-over requires a sustained load of approx. -6.3 G.

What this means: Commercial airliners are typically certified to withstand a maximum of -1.0 G in a clean configuration. A push-over of -3.8 G to -6.3 G would instantly rip the engines off their wing pylons, cause catastrophic structural failure of the main wing spars, and immediately pin anyone not tightly buckled to the ceiling with crushing force.

To exit the dive, by the time the aircraft reached the bottom of a 14,000-foot plunge (now at 16,000 feet), gravity has accelerated the jet to near-supersonic or supersonic speeds—roughly 1,100 feet per second (approx. Mach 1.05 or 650+ knots calibrated airspeed).

Attempting to change the direction of an object moving that fast back to level flight requires immense centripetal force: A four-second pull-out requires a sustained load of approx. +6.2 G. A three-second pull-out requires a sustained load of approx. +8.0 G.

Commercial airliners are structurally certified for a maximum positive load of +2.5 G and pulling +6 G to +8 G at supersonic speeds at 16,000 feet, where the air is much denser than at cruise altitude, would subject the airframe to extreme aerodynamic forces.

The wings would violently snap upward and separate from the fuselage long before the plane leveled.