Monitoring Desk: The full interim report released by Malaysia Ministry of Transportation on Sunday is rejected by families of ill fated passengers because this full intermit 584 page report on the disappearance of MH 370 does not give any clue about what happened to Flight MH 370.
Report indicates
“Based on data ‘the aircraft most likely ditched or impacted the sea in the south-eastern Indian Ocean’
Report reveals that one of the two black box flight reporter had an expired battery.
“On expired MH370 battery: A computer system used to track and call out maintenance was not updated correctly when the flight data recorder was replaced on 29 February 2008”
Radar recording showed that MH370 passed through waypoint IGARI at 1720:31 UTC [0120:31 MYT].
The Mode S symbol of MH370 dropped off from radar display at 1720:36 UTC [0120:36 MYT], and the last secondary radar position symbol of MH370 was recorded at 1721:13 UTC [0121:13 MYT].
The disappearance of the radar position symbol of MH370 was captured by the KL ATCC radar at time 1721:13 UTC [0121:13 MYT]. Military radar and radar sources from two other countries, namely Vietnam and Thailand, also captured the disappearance of the radar position symbol of MH370 at about the same time.
At 1719:30 UTC [0119:30 MYT], MH370 acknowledged with “Good night Malaysia Three Seven Zero”. This was the last recorded radio transmission from MH370.
Data History from Taking Off to Disappearing of MH370
HISTORY OF THE FLIGHT
Flight between 1642 to 1719:30 UTC [0042 to 0119:30]
On 07 March 2014 at 1642 UTC1 [0042 MYT, 08 March 2014], a Malaysia Airlines (MAS) Flight MH370, a Beijing-bound international scheduled passenger flight, departed from
Runway 32R, KL International Airport [KLIA] with a total of 239 persons on board (227 passengers and 12 crew). The aircraft was a Boeing 777-200ER, registered as 9M-MRO.
The Captain had signed in for duty at 1450 UTC, 07 March 2014 [2250 MYT, 07 March 2014]
followed by the First Officer who signed in 25 minutes later. The MAS Operations Despatch Centre (ODC) released the flight at around 1515 UTC [2315 MYT].
The Captain, an authorised examiner for the Department of Civil Aviation (DCA), Malaysia, was conducting line training for the First Officer, who was transitioning to the Boeing 777 (B777) aircraft type from the Airbus A330.
The Captain ordered 49,100 kilograms (kg) of fuel for the flight that gave an endurance of 07
hours and 31 minutes including reserves. The planned flight duration was 05 hours and 34 minutes.
The recorded radio transmissions between Air Traffic Controllers (ATC) at Kuala Lumpur Air Traffic Control Centre (KL ATCC) and the flight crew showed that an airways clearance request to Lumpur Airways Clearance Delivery was made at 1625:52 UTC [0025:52 MYT] and pushback and start clearance at 1627:37 UTC [0027:37 MYT] to Lumpur Ground.
Lumpur Tower cleared MH370 for take-off at 1640:37 UTC [0040:37 MYT]. At 1642:53 UTC [0042:53 MYT] Lumpur Departure cleared MH370 to climb to Flight Level (FL) 180 (the aviation term for 18,000 feet [ft.]) and to cancel the Standard Instrument Departure (SID) clearance by tracking direct to waypoint IGARI.
At 1643:31 UTC [0043:31 MYT] KL ATCC Sector 3 Planner coordinated with Ho Chi Minh (Vietnam) Air Traffic Control Centre (HCM ATCC) on the direct land line, the flight’s Estimate Time of Arrival (ETA) of MH370 for waypoint IGARI as 1722 UTC [0122 MYT] and the assigned transponder code A2157.
There was no record of transmission that a revision of ETA was passed by KL ATCC to HCM
ATCC when MH370 was cleared direct to waypoint IGARI. However, based on the reconstruction of the flight profile conducted on the B777 simulator, the flight would be at waypoint IGARI one minute earlier than the original ETA of 1722 UTC [0122 MYT].
It was later established that normal automated Aircraft Communication Addressing and Reporting System (ACARS) transmissions (refer to Section 1.9.4 – ACARS) were made through the aircraft’s satellite communication system up to 1707:29 UTC [0107:29 MYT] when the last ACARS communication occurred.
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MH370 was transferred to Lumpur Radar at 1646:39 UTC [0046:39 MYT].
At 1646:58 UTC [0046:58 MYT] MH370 was cleared to climb to FL250 and subsequently to FL350 at 1650:08 UTC [0050:08 MYT]. MH370 reported maintaining FL350 at 1701:17 UTC [0101:17MYT] and reported maintaining FL350 again at 1707:56 UTC [0107:56 MYT].
At 1719:26 UTC [0119:26 MYT], MH370 was instructed to contact HCM ATCC on the radio frequency of 120.9 MHz.
At 1719:30 UTC [0119:30 MYT], MH370 acknowledged with “Good night Malaysia Three Seven Zero”. This was the last recorded radio transmission from MH370.
Radar recording showed that MH370 passed through waypoint IGARI at 1720:31 UTC [0120:31 MYT].
The Mode S symbol of MH370 dropped off from radar display at 1720:36 UTC [0120:36 MYT], and the last secondary radar position symbol of MH370 was recorded at 1721:13 UTC [0121:13 MYT].
The disappearance of the radar position symbol of MH370 was captured by the KL ATCC radar at time 1721:13 UTC [0121:13 MYT]. Military radar and radar sources from two other countries, namely Vietnam and Thailand, also captured the disappearance of the radar position symbol of MH370 at about the same time.
At 1739:06 UTC [0139:06 MYT] HCM ATCC queried KL ATCC on the whereabouts of MH370. Thereafter KL ATCC initiated efforts involving MAS Operations Centre, Hong Kong ATC (China) and Phnom Penh (Cambodia) ATC in an attempt to establish the location of MH370.
No contact had been established by any of the ATC units.
The Kuala Lumpur Rescue Coordination Centre (KL RCC) was activated at 2232 UTC [0632 MYT].
1.1.3 Diversion from Filed Flight Plan Route – 1721:13 to 1822:12 UTC [0121:13 to 0222:12 MYT].
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The Military data provided more extensive details of what was termed as “Air Turn Back”.
At 1721:13 UTC [0121:13 MYT] the Military radar showed the radar return of MH370 turning right but almost immediately making a constant left turn to a South Westerly direction.
At 1730:35 UTC [0130:35 MYT] to 1735UTC [0135 MYT] the radar return was on heading 231 magnetic (M), ground speed of 496 knots (kt.) and registered height of 35,700 ft.
At 1736 UTC [0136 MYT to 1736:40 UTC [0136:40 MYT] heading was 237M, ground speed fluctuation between 494 and 525 kt. and height fluctuation between 31,100 and 33,000 ft.
At 1739:59 UTC [0139:59 MYT] heading was 244M, ground speed 529 kt. and height at 32,800 ft.
At 1752:35 UTC [0152:35 MYT] radar return was observed to be slightly south of Penang Island.
It was noted by the Investigation Team that the position and heading of the radar return from both Civilian and Military Radar, suggested that it was from the same target.
After the last radar return disappeared from KL ATCC Primary Radar at 1752:35 UTC [0152:35 MYT], the Military Radar continued to track this radar return as it headed towards Pulau Perak, a small island over the Straits of Malacca. The time registered over Pulau Perak was 1802:59 UTC [0202:59].
The tracking by the Military continued as the radar return was observed to be heading towards waypoint MEKAR, a waypoint on Airways N571 when it disappeared abruptly at 1822:12 UTC [0222:12 MYT],10 nautical miles (Nm) after waypoint MEKAR.
The aircraft diversion from the filed flight plan route was recorded on the DCA radar playback.
From 1730:37 UTC [0130:37 MYT] to 1744:52 UTC [0144:52 MYT] a primary aircraft target was captured by the Terminal Primary Approach Radar located to the south of Kota Bharu Airport runway.
- The appearance of an aircraft target on the KL ATCC radar display, coded as P3362, was recorded at 1730:37 UTC [0130:37 MYT] but disappeared from the radar display at 1737:22 UTC [0137:22 MYT].
- At 1738:56 UTC [0138:56 MYT] an aircraft target, coded as P3401, appeared on the KL ATCC radar display and disappeared at 1744:52 UTC [0144:52 MYT].
- At 1747:02 UTC [0147:02 MYT] an aircraft target, coded as P3415, appeared on the KL
ATCC radar display but disappeared at 1748:39 UTC [0148:39 MYT].
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- At 1751:45 UTC [0151:45 MYT] an aircraft target, coded as P3426,appeared on the KL ATCC radar display but disappeared at 1752:35 UTC [0152:35 MYT].
The primary aircraft targets above have been confirmed by DCA and its maintenance contractor, Advanced Air Traffic Systems (M) Sdn. Bhd. (AAT), that it was Kota Bharu Primary Radar Station which captured them.
(Figure 1.1E shows primary radar targets (plots) from Kota Bharu Primary Radar Station, plotted by AAT using Eva & Plotter 01.01-27 [after diversion])
All the primary aircraft targets that were recorded by the DCA radar are consistent with those of the military data that were made available to the Investigation Team.
At 1720:33 UTC [0120:33 MYT] MH370 SSR and ADS-B radar position symbols disappeared from the radar display.
- d) Medan Indonesia Radar
The Medan ATC Radar has a range of 240 Nm, but for unknown reasons, did not pick up any radar return bearing SSR transponder code A2157 of MH370. The Military however admitted that they picked up MH370 earlier as it was heading towards waypoint IGARI.
No other information was made available.
- e) Thailand Radar
The radar position symbol with SSR transponder code A2157 was detected on Aeronautical Radio of Thailand Limited (AEROTHAI) radar display at 1711 UTC [0111 MYT] as the aircraft was tracking for waypoint IGARI. Thailand DCA is a government agency whereas AEROTHAI is a state enterprise under the Ministry of Transport and Communications. AEROTHAI is the air navigation service provider responsible for the provision of Air Traffic Services within Bangkok Flight Information Region (FIR).
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International media played with feelings of relatives of victims of Malaysian disappeared plane by providing different theories and then dispelling theses theories and providing more theories.
International media came out with different theories and kept changing the theories almost every day during the first 20 days of this sad incident.
Some international news channels claimed that that one of the co-pilot was possibly involved in hijacking and they claimed police found substantial evidence from his house some sort of simulation etc. Then story was changed. Then media said plane could be hijacked and could be in Pakistan or Afghanistan. Then plane went as far as Kazakhstan by western media. Then they say plane could be diverted to Indian water and then now it is near Australia.
Media was making people crazy and and every new information developed new hopes for families of passengers and then they were facing new traumas when theories were changed next day
