On January 17, the governments of Malaysia, China, and Australia agreed to suspend the search for Malaysia Airlines MH-370, a Boeing 777-200ER aircraft that vanished in mysterious circumstances in March 2014. The aircraft was on a scheduled flight from Kuala Lumpur to Beijing when it disappeared from air traffic controllers’ radar screens. Military radar continued to track the aircraft, which deviated from its planned route and eventually flew south, finally traveling beyond radar range. The aircraft was never seen or heard from again and the 242 people on board are assumed dead.
Looking at past accidents, there is almost always some debris left floating after an aircraft crashes in water. The opportunity to locate and recover debris from the sea surface diminishes rapidly over the first few weeks from the time of a crash. Thereafter some less permeable items of debris will remain afloat for a longer period but they will be increasingly dispersed. To be found ashore, an item of debris must remain afloat long enough and be subjected to the right combination of wind and currents for it to make landfall.
Abstract. In this study we present the micro physical characteristics of 21 jet contrail
clouds sampled in situ and examine the possible effects of exhaust on natural cirrus and
radiative effects of contrails. Micro physical samples were obtained with Particle Measuring
Systems (PMS) 2D-C, 1D-C, and FSSP probes. About one half of the study contrails were
generated by the sampling aircraft, a Cessna Citation, primarily at times of 3–15 min after
generation; the source and age of the others is unknown.
In previous work, paths were reconstructed for MH370 using the available radar and satellite data.
Paths to the north of Malaysia were studied
ching the measured Burst Timing Offset (BTO)
relaxing the constraint of matching the
Burst Frequency Offset (BFO)
, which is
appropriate if the BFO
corrupted or misinterpreted. It was found that there are
paths to the north that
end at airports that could be reached with the fuel that was loaded onto
In this work,
the conventional interpretation of the BFO is challenged.
Paths were reconstructed for MH370 using the available radar and satellite data. Paths to the north of Malaysia were studied by relaxing the constraint of matching the Burst Frequency Offset (BFO), which is appropriate if the BFO data was either corrupted or misinterpreted. The choice of paths was constrained by matching the Burst Timing Offset (BTO) data. Three airports were identified that are located near the 7th arc, as defined by the last BTO data point at 00:19 UTC: Kyzlorda, Almaty, and Kuqa Qiuci. The viability of each airport was determined based on fuel requirements.
Determining what happened to MH370 during the last 15 minutes of flight is difficult, given the limited information available, yet it is important to arrive at some estimates of the aircraft altitude and path during this time.
In response to inquiries, the Independent Group (“IG”) wishes to reiterate the recommendations made in its latest public statement dated September 26th, 2014, entitled “Further Progress Report from the Independent Group and Updated MH370 Search Area Recommendation.” This report is available at:
We have continued our analysis so as to further understand the available data, to evaluate the available evidence, to press the authorities for clarifications and to request release of additional data that would be helpful in formulating search strategies
The Australian Transport Safety Bureau (ATSB) is leading the search for missing Malaysia Airlines Flight
370 in the southern Indian Ocean. The most promising clues to the final location of the aircraft are satellite communication (SATCOM)
signals between MH370, the Indian Ocean Region Inmarsat satellite, and the Inmarsat ground station in
Perth, WA. Work by an international team of specialists using the Burst Timing Offset (BTO) identified the
seventh arc as the likely final location of MH370.
Recent refinement to the analysis has given greater certainty about when the aircraft turned south into the Indian Ocean and has produced a better understanding of the parameters within which the satellite ground station was operating during the last flight of MH370. The latest analyses indicates that the underwater search should be prioritised further south within the wide search area for the next phase of the search.