Incident Of MH370

Malaysia Airlines Flight 370 (MH370] was a scheduled international passenger flight that disappeared on Saturday, 8 March 2014, while flying from Kuala Lumpur International Airport, Malaysia to Beijing Capital International Airport, People's Republic of China. Air traffic control received the aircraft's last message at 01:20 MYT (17:20 UTC, 7 March)[b] when it was over the South China Sea, less than an hour after takeoff. It was last plotted by military radar at 02:15 over the Andaman Sea, 320 kilometres (200 mi) northwest of Penang state in northwestern Malaysia.[4] At 07:24, Malaysia Airlines (MAS) reported the flight missing. The aircraft, a Boeing 777-200ER, was carrying 12 Malaysian crew members and 227 passengers from 15 nations.

A multinational search effort, which became the largest and most expensive in history began in the Gulf of Thailand and the South China Sea, where the flight's signal was lost on secondary surveillance radar, and was soon extended to the Strait of Malacca and Andaman Sea. On 15 March, based on military radar data and transmissions between the aircraft and an Inmarsat satellite, investigators concluded that the aircraft had diverted from its intended course and headed west across the Malay Peninsula, then continued on a northern or southern track for around seven hours.

The focus of the search shifted to the southern part of the Indian Ocean, west of Australia In the first two weeks of April, aircraft and ships deployed equipment to listen for signals from the underwater locator beacons attached to the aircraft's "black boxes". Four unconfirmed signals were detected between 6 and 8 April near the time the beacons' batteries were likely to have been exhausted. A robotic submarine searched the seabed near the detected pings until 28 May, with no debris being found.[19] An analysis of possible flight paths was conducted, identifying a 60,000 km2 (23,000 sq mi) search area, approximately 2,000 km (1,200 mi) west of Perth, Western Australia. The underwater search of this area began on October 5, 2014 and will last up to 12 months at a cost of A$60 million (approximately US$56 million or €41 million).

There has been no confirmation of any flight debris and no crash site has been found, resulting in many unofficial theories about its disappearance. The only evidence of the plane's flight path after it disappeared from military radar over the Andaman Sea are communications between the aircraft and a satellite over the Indian Ocean. Analysis of these communications by multiple agencies has concluded that the flight ended in the southern Indian Ocean. On 24 March, the Malaysian government, noting that the final location determined by the satellite communication was far from any possible landing sites, concluded that "flight MH370 ended in the southern Indian Ocean.

At the time of its disappearance, and if the presumption of a loss of all lives aboard can be verified, Flight 370 would have been the deadliest aviation incident in the history of Malaysia Airlines and the deadliest involving a Boeing 777. Flight 370 was surpassed in both regards just 131 days later by the crash of another Malaysia Airlines Boeing 777, Flight 17, that was shot down over Ukraine on 17 July 2014, killing all 298 people aboard.

Flight 370 was a scheduled red-eye flight in the early morning hours of 8 March 2014 from Kuala Lumpur, Malaysia to Beijing, China. It was one of two daily flights operated by Malaysia Airlines from their hub at Kuala Lumpur International Airport (KLIA; IATA code: KUL) to Beijing Capital International Airport (IATA code: PEK)—scheduled to depart at 00:35 local time (MYT; UTC+8:00) and arrive at 06:30 local time (CST; also UTC+8:00).

At 00:41 MYT, Flight 370 took off from runway 32R. Less than a minute after take off, Flight 370 was cleared by air traffic control (ATC) to climb to flight level 180[c]—an altitude which corresponds to 18,000 feet (5,500 m) based on atmospheric pressure—on a direct path to waypoint IGARI and transferred from the airport's air traffic control to "Lumpur Radar" air traffic control on frequency 132.6 MHz. Air traffic control over peninsular Malaysia and adjacent waters is provided by the Kuala Lumpur Area Control Center (ACC); Lumpur Radar is the name of the frequency used for en route air traffic. Lumpur Radar cleared Flight 370 to flight level 350[c]—35,000 ft (10,700 m) based on atmospheric pressure. At 1:01, Flight 370's crew reported to Lumpur Radar that they had reached flight level 350, which they confirmed again at 1:08

The aircraft's final automated position report and last message using the Aircraft Communications Addressing and Reporting System (ACARS) protocol was sent at 01:07 MYT. The final verbal contact with air traffic control occurred at 1:19 MYT, when one of the aircraft's pilots acknowledged a send-off by Lumpur Radar to Ho Chi Minh ACC

[Lumpur Radar] "Malaysian three seven zero, contact Ho Chi Minh one two zero decimal nine. Good night."

 

[Flight 370] "Good night. Malaysian three seven zero."

The crew was expected to contact air traffic control in Ho Chi Minh City as the aircraft passed into Vietnamese airspace, just north of the point where contact was lost. The captain of another aircraft attempted to reach the crew of Flight 370 "just after 1:30 am" using the International distress frequency to relay Vietnamese air traffic control's request for the crew to contact them; the captain said he was able to establish contact, but just heard "mumbling" and static. Calls made to Flight 370's cockpit at 02:39 MYT and 07:13 MYT were unanswered but acknowledged by the aircraft's satellite data unit.

At 1:21:04, Flight 370 was observed on radar at the Kuala Lumpur ACC as it passed the navigational waypoint IGARI in the Gulf of Thailand. At 1:21:13, Flight 370 disappeared from the radar screen at Kuala Lumpur and was lost about the same time on radar at Ho Chi Minh ACC, which claims the plane was at the nearby waypoint BITOD.[36] Air traffic control uses secondary radar, which relies on a signal emitted by a transponder on aircraft; therefore, after 1:21 the transponder on Flight 370 was no longer functioning. The final data from the transponder indicated the plane was flying at its assigned cruise altitude of flight level 350[c] and was travelling at 471 knots (872 km/h; 542 mph) true airspeed.[44]

The aircraft made a sharp turn westwards and headed towards a waypoint called VAMPI in the Strait of Malacca.[45] Soon after the turn, military radar suggests the aircraft climbed to 45,000 ft (14,000 m)—above the aircraft's 43,100 ft (13,100 m) approved flight ceiling—then descended unevenly to 23,000 ft (7,000 m) as it approached Penang Island. A source close to the investigation told media that the aircraft descended as low as 12,000 feet (3,700 m).[47] From there, the aircraft flew across the Strait of Malacca to or close to the waypoint VAMPI, after which the plane flew along air route N571 to waypoints MEKAR, NILAM, and possibly IGOGU.The last known location, from and near the limits of Malaysian military radar, was 200 nautical miles (370 km; 230 mi) northwest of Penang at an altitude of 29,500 ft (9,000 m)

Because of the sensitive nature of revealing military radar capabilities, countries in the region where Flight 370 disappeared have been reluctant to release information they may have collected from military radar. The only nation besides Malaysia to claim tracking Flight 370 is Thailand. Despite possibly flying near or over the northern tip of Sumatra,Indonesia—which has an early warning radar system—has publicly denied sighting Flight 370 on radar. No radar contact was detected by Australia, including their JORN over-the-horizon radar system, which was believed to be looking north to detect illegal migrants and not west over the Indian Ocean where Flight 370 is presumed to have flown based on satellitAt 02:25:27 MYT, the aircraft's satellite communication system sent a 'log-on request' message—the first message on the system since the ACARS transmission at 01:07 MYT—which was relayed by satellite to a ground station, both operated by satellite telecommunications company Inmarsat. After logging on to the network, the satellite data unit aboard the aircraft responded to hourly status requests from Inmarsat and two ground-to-aircraft phone calls, at 02:39 MYT and 07:13 MYT, which went unanswered by the cockpit. The final status request and aircraft acknowledgement occurred at 08:10 MYT. The aircraft sent a log-on request at 08:19:29 MYT which was followed, after a response from the ground station, by a 'log-on acknowledgement' message at 08:19:37 MYT. The log-on acknowledgement is the last piece of data available from Flight 370. The aircraft did not respond to a status request from Inmarsat at 09:15 MYT.

At 1:30, the captain of another aircraft attempted to reach the crew of Flight 370 on the International distress frequency to relay Vietnamese air traffic control's request for Flight 370 to contact them; the captain said he was able to establish contact, but just heard "mumbling" and static. At 1:38, Ho Chi Minh Area Control Centre (ACC) contacted Kuala Lumpur Area Control Centre to query the whereabouts of Flight 370 and informed them that they had not established verbal contact with Flight 370, which last spotted by radar at waypoint BITOD. The two centres exchanged four more calls over the next 20 minutes with no new information.

 

At 2:03, Kuala Lumpur ACC relayed to Ho Chi Minh ACC information received from Malaysia Airlines' operations centre that Flight 370 was in Cambodian airspace. Ho Chi Minh ACC contacted Kuala Lumpur ACC twice in the following eight minutes asking for confirmation that Flight 370 was in Cambodian airspace. At 2:15, the watch supervisor at Kuala Lumpur ACC queried Malaysia Airlines' operations centre, who said that they could exchange signals with Flight 370 and that Flight 370 was in Cambodian airspace.[53] Kuala Lumpur ACC contacted Ho Chi Minh ACC to query that the planned flight path for Flight 370 passed through Cambodian airspace. Ho Chi Minh ACC responded that Flight 370 was not supposed to enter Cambodian airspace and that they had already contacted Phnom Penh ACC (which controls Cambodian airspace), which had no contact with Flight 370.[36] Kuala Lumpur ACC contacted Malaysia Airlines' operations centre at 2:34, inquiring about the communication status with Flight 370. The operations centre initially responded that they were unsure whether a message to the aircraft was sent successfully, but two minutes later said that Flight 370 was in a normal condition based on a signal download and that it was located at 14°54′00″ N, 109°15′00″E.[36][53] Malaysia Airlines Flight 386 was requested by Ho Chi Minh ACC to attempt to contact Flight 370 on the Lumpur Radar frequency—the frequency on which Flight 370 last made contact with Malaysian air traffic control—and on emergency frequencies, but without success.

At 3:30, Malaysia Airlines' operations centre informed Kuala Lumpur ACC that the locations they had provided earlier were "based on flight projection and not reliable for aircraft positioning."[36] Over the next hour, Kuala Lumpur ACC contacted Ho Chi Minh ACC asking whether they had contacted Chinese air traffic control. At 5:09, Singapore ACC was queried for information about Flight 370. At 5:20, an undisclosed official—identified in the preliminary report released by Malaysia as "Capt [name redacted]"—contacted Kuala Lumpur ACC requesting information about Flight 370; he opined that, based on known information, "MH370 never left Malaysian airspace

The watch supervisor at Kuala Lumpur ACC activated the Kuala Lumpur Aeronautical Rescue Coordination Centre (ARCC) at 5:30, over four hours after communication was lost with Flight 370 The ARCC is a command post at an Area Control Centre that coordinates search-and-rescue activities when an aircraft is lost.

Malaysia Airlines issued a media statement at 07:24 MYT, one hour after the scheduled arrival of the flight at Beijing, stating that contact with the flight had been lost by Malaysian ATC at 02:40 MYT; the time when contact was lost was later corrected to 1:21. Malaysia Airlines stated that the government had initiated search and rescue operations.Neither the crew nor the aircraft's communication systems relayed a distress signal, indications of bad weather, or technical problems before the aircraft vanished from radar screens.