The missing MH370 Boeing 777-200ER airliner is believed to be “largely intact,” resting on the mountainous Indian Ocean floor, as a “MH370 Gentle Landing Theory” now emerges among experts from what can be surmised from the breakage from the airliner hull and 12-24 month reproductive breeding of seashell or barnacle biological life on the La Réunion wreckage from MH370.
JUST IN (July 31, 2016): MH370 on Australian Channel 9’s 60 Minutes
So says Canadian air crash expert Larry Vance, former investigator-in-charge of the Canadian Aviation Safety Board and the Transportation Safety Board of Canada, who has led more than 200 air crash investigations.
Vance tells Australia’s 60 Minutes (in the above video) that an absence of any wreckage or debris was one factor suggesting MH370 landed in controlled circumstances (as outlined in the piece a year ago, August 14, 2015 below).
“Somebody was flying the airplane at the end of its flight,” he said.
“Somebody was flying the airplane into the water. There is no other alternate theory that you can follow.”
Regarding the flaperon recovered on La Réunion Island in the Indian Ocean (discussed further below): “The force of the water is really the only thing that could make that jagged edge that we see. It wasn’t broken off. If it was broken off, it would be a clean break. You couldn’t even break that thing.”
He said the fact the flaperon had apparently been deployed for landing also indicated that someone was piloting the plane when it hit the ocean.
“You cannot get the flaperon to extend any other way than if somebody extended it,” he said.
“Somebody would have to select it.”
Peter Foley, the Australian Transport Safety Bureau’s (ATSB) program director of the search, told Australia’s 60 Minutes that the type of damage the flaperon sustained provided evidence for the controlled landing theory.
Mr Foley was asked: “If there was a rogue pilot, isn’t it possible that the plane was taken outside the parameters of the search area?”
He replied: “Yeah — if you guided the plane or indeed control-ditched the plane, it has an extended range, potentially.”
“There is a possibility… somebody [was] in control at the end and we are actively looking for evidence to support that.”
So says also a year ago, satellite communications expert, Zaaim Redha Abdul Rahman, speaking to Malaysian government Bernama news service in an interview recently on August 12, 2014 in Kuala Lumpur, Malaysia, confirms International Business Times, New Zealand Herald, The Huffington Post (U.K.), Business Insider Australia, Daily Mail (U.K.), and Express (U.K.). As well as now several experts this week on Wednesday, February 17, 2016 say in the Daily Mail (U.K.), “investigators hunting for flight MH370 will officially blame a rogue pilot for the disaster if the plane is not found in the current search zone,” including related statements and questions I posed early-on to French and Australian aviation safety investigators Thursday, August 6, 2015 on Fox News.
Photo Credit: The Daily Mail (U.K.)/Australian Transport Safety Bureau (ATSB), Wednesday, February 17, 2016: “The rogue pilot theory does not alter the plane’s final flight path because that has been verified by satellite data. But it means that someone at the controls could have glided the plane hundreds of miles past the current search zone after it ran out of fuel. The ASTB estimates the new crash zone would be three times bigger.”
Martin Dolan, the former chief commissioner of the ATSB, told The Times: “We’re not at that point yet, but sooner or later we will be and we will have to explain to governments what the alternative is.”
“And the alternative is, frankly, that despite all the evidence, the possibility that someone was at the controls of that aircraft and gliding it becomes a more significant possibility if we eliminate all of the current search area [now scheduled for completion in June 2016].”
An emergent “MH370 Gentle Landing Theory” is that the massive airliner sank into the Indian Ocean in one piece “after probably floating for a while,” moments surrounding the airliner’s disappearance from air traffic controls and military radar, while performing as Malaysia Airlines flight MH370 en route from Kuala Lumpur to Beijing early morning on March 8, 2014 with 227 passengers and 12 Malaysia Airlines crew on board.
Our thoughts, prayers, and sympathies still remain with the families, friends, and loved ones of those 239 persons lost, as they continue to wait in deep anguish for any definitive answers still emerging surrounding the MH370 aviation tragedy.
After more than 23 months of searching and waiting for answers, this history-making aviation safety and security mystery is now not just “an aviation-changer, it is a world-changer,” says the Smithsonian Institution.
So, an emergent “MH370 Gentle Landing Theory” is quite hopeful yet interestingly probable to contemplate at this moment of the international MH370 crash investigation.
“The ASTB estimates the new crash zone would be some three times bigger, The Daily Mail (U.K.) reports. “The theory does not automatically lay blame at the Captain and co-pilot, as it allows for someone else to have entered the cockpit to commandeer the jet. The rogue pilot theory does not alter the plane’s final flight path because that has been verified by satellite and radar data.”
The Sydney Morning Herald does qualify that the only stories Malaysian Bernama news agency primarily puts out are those sanctioned by the government in Kuala Lumpur.
On July 29, 2015 an aircraft wing part, called a flaperon, was discovered on the shores of the French governed La Réunion Island in the Indian Ocean.
A probable scenario I explained on Fox News (below) is that the flaperon was attached to the Boeing 777-200ER airliner (Registration Number 9M-MRO) at the bottom of the southern Indian Ocean for some time before it was broken off and pulled to La Réunion’s shore by the oceanic currents.
That would mean in the last moments of flight MH370 the Boeing 777-200ER airliner probably would have “glided down” atop the ocean surface to a floating rest — as a result of the airliner exhausting its fuel in a probable “one-then-the-last” engine flameout — only the actual missing black-box recorders could confirm.
In other words, the massive Boeing 777 airliner entered the ocean gently. That means the airliner was flying near horizontal, as it exhausted its fuel and slowly spiraling down in its last engine flameout.
Putting this another way, the jet perhaps spiraled slowly somewhat out of control into the southern Indian Ocean, as each of the plane’s engines would shutdown upon exhausting their fuel supply “one after the other.”
At this instance, the airliner was probably gliding and not moving extremely fast in order for the aircraft hull to stay intact. Else we would see so much more MH370 drift debris washing ashore by now!
After analyzing data between the plane and a British firm Inmarsat satellite, officials believe Malaysia Airlines flight 370 was on autopilot the entire time it was flying across a vast expanse of the southern Indian Ocean, Australian Transport Safety Bureau (ATSB) former Chief Commissioner Martin Dolan said.
Investigators searching for flight MH370 now believe a catastrophic event, leading to oxygen starvation, is the most likely scenario in the disappearance of the Boeing 777-200 airliner (see Appendix A below).
The Australian-led search team say that the plane was flying on autopilot on a consistent course when it finally crashed into the southern Indian Ocean when its engines flamed out.
In a flight path analysis released by the Australian Transport Safety Bureau (ATSB) on Wednesday, October 8, 2014, the details report what experts still believe they hope is where MH370 resides at the bottom of the southern Indian Ocean, further confirming the Australian Transport Minister Warren Truss’ statement earlier that week, “not as much a question of where but when,” we would reach a final outcome of the MH370 missing airliner mystery.
In the meantime, Australia’s deputy prime minister said on Monday, August 3, 2015, “the country still plans to end the hunt for the missing aircraft after the current 46,000-square-mile search zone has been covered, unless the wing part found in La Réunion yields hard clues that alter the current thinking on the fate of Flight 370,” The Wall Street Journal reports.
Photo Credit: Missing MH370 Boeing 777-200ER, Registration Number 9M-MRO
“Malaysia Airlines Flight MH370 went into a slow left turn and spiraled into the Indian Ocean, when its fuel ran out, an interim report concluded October 8, 2014, pointing investigators towards the southern section of the current search zone,” reports NBC News.
Flight simulations recreating the final moments of MH370, suggest the Boeing 777-200 entered “a descending spiraling low bank angle left turn” and hit the ocean “a relatively short distance after the last engine flameout,” the ATSB said in that report.
As Business Insider Australia reported on August 7, 2015, “while investigators initially thought that the plane might have gone down quickly in a tight spiral, the debris that washed up on Reunion Island near Madagascar in the Indian Ocean last week suggests that the aircraft might have glided along after running out of fuel and descended slowly into the water … the “flaperon,” was likely “broken off by the engine pod ripping off as it was dragged through the water on the initial impact,” Tracy Lamb, an aviation safety consultant and former Boeing 737 pilot, told Bloomberg on August 5, 2015.
“The speculation among pilots right now is that it must have come down at a relatively shallow angle,” Lamb said.
Former US National Transportation Safety Board investigator Greg Feith told Bloomberg that since the piece is not “crushed,” experts “can deduce it was either a low-energy crash or a low-energy intentional ditching.”
Zaaim Redha, principal consultant at Zeta Resources Sdn Bhd, a satellite communications consulting and engineering services, has also now concurred: “I believe that when the aircraft went out of fuel, it glided downwards and landed on the water with a soft impact … that’s why I believe the plane is still largely intact.”
“It (the flaperon) was only slightly damaged and was just encrusted with barnacles. Its appearance indicates that it was not violently torn off from the aircraft’s main body…it does seem that it got detached pretty nicely at its edges,” Zaaim Redha explains.
“If MH370 had crashed with a really hard impact, we would have seen small pieces of debris floating on the sea immediately after that. Furthermore, the flaperon that was recovered (from La Réunion Island) wouldn’t have been in one piece…we would have only seen bits and pieces of it,” he said.
“It’s possible that the (MH370) aircraft may have been submerged deep inside the ocean for quite some time before the flaperon (a part of the plane’s wing) got detached itself,” Redha adds.
“Similarly, other parts would also become detached and float with the help of the strong water current, before being washed up on the shores of islands like La Réunion,” he said.
Meanwhile, Jean Paul Troadec — former head of the Bureau of Investigation and Analysis (BEA), France’s counterpart to the National Transportation Safety Board — who led the BEA during the investigation into the crash of Air France Flight 447 — said on Tuesday, August 4, 2015, experts will try to determine three things.
“If there is a reference number on the debris, a correlation can be made immediately,” Troadec explained to NBC News. He added “experts also will be looking at the length of time the fragment has been in the ocean.”
“The seashells or barnacles will play an important role in determining how long this piece of plane has been submerged underwater,” Troadec said. “Seashells grow at a certain rhythm and depending on their size can tell investigators if they have been breeding 12 months or 2 years.”
“The investigators in France would also be on the lookout for other organisms such as tube worms, coralline red algae or shellfish that could also provide clues,” according to The Associated Press.
Troadec said investigators also will be studying the debris to figure out how it broke apart from its aircraft.
French military aviation lab in Toulouse, where it will be examined, “possesses very sophisticated electronic microscopes that can help experts determine whether the piece broke off because of an explosion, a fire or on impact of something,” Troadec explained. That process, he added, could take weeks.
“No plane could continue to fly without this piece,” Troadec said.
Photo above taken by Steve Richardson, Aviation Analyst for FlyersPulse.com on a Delta Airlines Boeing 777-200ER, en route from Atlanta Hartsfield-Jackson International Airport to Los Angeles International Airport on September 9, 2009.
Appearing below on Fox News Happening Now on Friday, July 31, 2015, I explain the “aircraft forensics” linking the flaperon debris to MH370, which was found on July 29 on the French island of La Réunion, in full concurrence with the above statements of Jean Paul Troadec — former head of France’s Bureau of Investigation and Analysis.
“A months-old US intelligence report that surfaced recently speculates the missing Malaysia Airlines Flight MH370 might have been deliberately flown off course,” according to an unnamed source cited by ABC News — ABC News’ source said (via. Business Insider Australia), “the assessment was based on information that US intelligence officials obtained about the foreign investigation into the MH370 case,” which so far hasn’t yielded any public answers about what happened to the plane. This theory reportedly comes from evidence of the plane changing course multiple times, The Telegraph (U.K.) reports.
On August 5, 2015, Malaysian Prime Minister Datuk Seri Najib Tun Razak, upon affirming that the maintenance record seal on the flaperon provided the definitive proof, announced the debris found on La Réunion is from MH370’s Boeing 777-200ER. He said,
An international team of experts have conclusively confirmed that the aircraft debris found on Reunion Island is indeed from MH370. We now have physical evidence that, as I announced on 24th March last year, flight MH370 tragically ended in the southern Indian Ocean.” — Malaysia Prime Minister Najib Razak, August 5, 2015
Given that the La Réunion flaperon is indeed from flight MH370, then there is one simple fact emanating.
MH370 must have “come down south of 10 degrees South in the Indian Ocean,” says Dr. Paul Scully-Power, a renowned Australian oceanographer, who also took his experiments on the 13th flight of the Space Shuttle Challenger.
“Because, if it came down anywhere further north, then any wreckage would have flowed in the opposite direction,” Power says in concurrence with experts of the Australian Commonwealth Scientific and Industrial Research Organization (CSIRO) Ocean Currents Drift Analysis of the World.
This blows away many of the conspiracy theories, including hijacking and northern hemisphere resting places of the massive Boeing 777 airliner.
Hence, we should perhaps give some more credibility to any alleged eyewitness sightings or accounts of a falling airliner somewhere between the 5th and 7th arc theories, as consistent as possible with the British Inmarsat satellite findings.
The ATSB report narrows the slice of ocean in which there is strong probability the Boeing 777-200ER airliner wreckage of MH370 resides in a 400-mile stretch of the southern Indian Ocean. Drawing upon scenario planning of autopilot flight patterns, human factors error, and probable aircraft attitudes and speeds prior to crashing, and operating from the assumption the airliner turned south into the Indian Ocean after flying over the Strait of Malacca, the ATSB report focuses on a 350 nautical mile (400 statue mile) stretch of ocean as the most likely underwater search plan going forward.
Photo Credit: Missing MH370 Boeing 777-200ER, Registration Number 9M-MRO
“The possibility of debris washing up near La Réunion island is a scientific possibility. Although the currents today are significantly different to those seen 16 months ago, the Indian Ocean Gyre could move debris from the southern Indian Ocean in a counterclockwise direction towards Africa, spitting it out near the island of Reunion,” Mashable reports.
On whether it was possible for the flaperon to have floated on water for over 4,000 kilometers before ending up on La Réunion Island, Zaaim Redha said it was plausible based on sea current modeling by oceanography experts.
“Going by how the earth rotates, it’s highly possible that the piece of debris could have floated (over a long distance) because the ocean current can be really powerful.”
Australian oceanic science investigators of the Commonwealth Scientific and Industrial Research Organization reported on Tuesday, August 4, 2015 that the Boeing 777-200ER flaperon discovery “matches with predictions from updated debris flow computer models.”
“Their drift model computer simulation was run from March 8, 2014 to July 30, 2015, to see if the flaperon could have drifted to La Réunion from the search zone somewhere along the 7th arc.”
The debris flow modeling below does show consistency with the 7th arc theory established by the British satellite firm, Inmarsat, which has and will further assist investigators in making adjustments to their current search area as the hunt for the Boeing 777-200ER airliner continues.
Photo Credit (via Mashable), Australian national science agency, Commonwealth Scientific and Industrial Research Organization (CSIRO).
Confirmed and/or suspected MH370 debris recovered off the coast of southern Africa [via, BBC News]
“1. A section of wing called a flaperon, found on Reunion Island in July 2015 – confirmed as debris in September 2015
2. Horizontal stabilizer from tail section, found between Mozambique and Madagascar in December 2015
3. Stabilizer panel with “No Step” stencil, found in Mozambique in February 2016
4. Engine cowling bearing Rolls-Royce logo, found in March 2016 in Mossel Bay, South Africa
5. Fragment of interior door panel found in Rodrigues Island, Mauritius in March 2016
6. Fragments including what appears to be a seat frame, a coat hook and other panels found on Nosy Boraha island in northeast Madagascar.”
Malaysia’s Ministry of Transport has published a 47-page article, containing hundreds of lines of communication logs between the jetliner and the British company Inmarsat’s satellite system, and detailing how the U.K. firm Inmarsat helped to pinpoint the southern corridor flight path taken by MH370.
The 47-page article reports that Inmarsat informed Malaysia’s Ministry of Transport on March 13, 2014 that routine automatic communications between the Inmarsat satellite and MH370 could be used to determine several possible flight paths.
The United Kingdom (U.K.) Air Accidents Investigation Branch (AAIB) then presented Inmarsat’s findings on March 24, 2014, indicating the southern corridor as the most likely flight path of MH370.
Based on the analysis of data communicated to the ground station by the Inmarsat satellite moments before the Boeing 777-200ER airliner’s oceanic crash, investigators concluded that the flight had ended in the southern Indian Ocean.
Some Open Science and Technology Questions in the Crash Investigation of Flight MH370 Over the Next 12-24 Months?
So, my further private discussions with Australian oceanographer Scully-Power raised additional issues as to what else can we suggest to ask of the MH370 investigation going forward in the next 12-24 months?
1. Did the flaperon float on the southern Indian Ocean surface or was it a submerged drift, as it traveled 2650 miles from western Australia east to Reunion?
Answer: We deem the difference between surface float or submerged drift would affect oceanic windage and current oceanic drift calculations across the southern Indian Ocean.
2. Did the flaperon float or drift horizontal or vertical?
Answer: We conclude the biological seashells or barnacles distribution on the La Réunion flaperon would suggest a vertical float or drift.
This is important because, if vertical, the flaperon would act as a “wind vane” following the currents exactly and with much less influenced by the strong “hurricane-like” oceanic winds across the southern Indian Ocean.
3. Was the discovery of the flaperon announced as soon as it was found?
Answer: We suggest that this would impact any back prediction of the drift currents.
4. One remaining key question is what is the average debris drift speed in the Indian Ocean South Equatorial Current?
Answer: Since it was 515 days until the Reunion flaperon was found, we conclude then that would indicate a MH370 debris drift speed of about ¼ of a knot (or about 0.13 meters per second or just 0.3 miles per hour) across the southern Indian Ocean.
This is probably about right. An accurate confirmation of this approximate MH370 debris drift speed we suggest is an open scientific question for public understanding that could be posed to the French and Australian aviation safety investigators and Commonwealth Scientific and Industrial Research Organization (CSIRO) oceanic science experts.
5. Finally, a key scientific and technological innovation that is possible at this stage of the MH370 mystery emerges.
Answer: It centers upon Automatic Dependent Surveillance-Broadcast (ADS-B), a precise satellite-based surveillance and airliner positioning system, which is already being implemented by the U.S. Federal Aviation Administration at various U.S.-based international airlines around the world.
ADS-B system needs to be mandated by the International Civil Aviation Organization (ICAO) with the system extended to tracking aircraft worldwide through satellites, rather than just relying on conventional air traffic control ground stations. This would absolutely give the fullest coverage over transatlantic, transpacific, and transpolar oceans and remote regions of the world, like the Brazilian Amazon and the Sahara Desert.
Of course, others like myself have called for streaming limited flight data and aircraft performance conditions, literally putting “The Black-Box in The Cloud,” while being mindful of certain information classified to airlines and aircraft manufacturers.
Well, be that as it may, I discuss above on Sky News Tonight on Thursday, July 30 and Fox News Happening Now on Friday, July 31 what I call “aircraft forensics,” which is now being conducted linking the wreckage finding in La Réunion to MH370.
Careful analysis of the seashell-covered Boeing 777-200ER composite flaperon wreckage found on La Réunion may tell a story of what happen during the last moments of flight MH370, answering several open questions:
- Was it a fast impact or a slow impact into the Indian Ocean?
- What angle did the flaperon break off from the composite right wing?
- What can be seen under a microscope about the composite material and metallurgical science and forensics of the Boeing 777-200ER airliner during the final moments of the crash into the Indian Ocean?
- Are their any traces of a fire or explosion that can be gleamed from the flaperon wreckage found on Réunion island?
- Do the barnicals on the flaperon wreckage provide any clues as to what portion of the southern Indian Ocean did MH370 crash?
- Will microscopic analysis of these barnicals by oceanic scientist reveal any clues about the trace forensics of a path to the final resting place of the Boeing 777-200ER’s hull on the Indian Ocean floor?
There is a very fine science of aircraft forensics from just a small piece of a flaperon that holds many clues to the whereabouts of MH370 and to the final moments of this mysterious Boeing 777-200ER airliner crash – historically the only one lost amongst all 80 large airliners lost since 1948.
“Accident investigators may be one step closer to solving one of the world’s greatest aviation mysteries. They are facing pressure to confirm whether a piece of aircraft debris found on a remote island in the Indian Ocean belongs to Malaysia Airlines Flight 370. But establishing a link with the lost Boeing jetliner would only be a first step. Experts would then try to gain information about the last moments of the flight and attempt to reconstruct how and where the airplane went down. When investigators start analyzing the debris, Malaysian officials are expected to participate, and the U.S. safety board is likely to have someone in the laboratory as an observer,” Gerald Baker, Wall Street Journal Editor-in-Chief writes on LinkedIn Pulse.
Bottom Line Takeaway: It now appears that MH370 entered the southern Indian Ocean, according the British Inmarsat satellite firm’s 7th arc theory, currently being held by Australian and Malaysian aviation safety officials.
Photo Credit: Missing MH370 Boeing 777-200ER, Registration Number 9M-MRO
Since August 7, 2015, France is continuing its air and sea searches off its southern Indian Ocean territory of La Réunion until the start of next week for debris from missing flight MH370, the island’s top official said on Wednesday, August 12, 2015.
“Coordinated searches will continue until the beginning of next week,” the island’s top authority said in a statement, adding that air and sea searches so far had yielded “no significant elements.”
La Réunion’s chief official said “the searches would be shifted to the periphery of the initial area scoured, especially to the south.”
Since Monday, August 10, 2015, there have been over 45 hours of daytime land searches on La Réunion island and 15 hours of daylight maritime and air searches.
– END –
Photo Credit: Australian Transport Minister, Warren Truss (shown pointing to the then-new (and still current) MH370 search area in the southern Indian Ocean, as of June 26, 2014).
UPDATE (JUNE 26, 2014): As Next phase of MH370 search headed south.
Experts believe the missing MH370 flew on autopilot until it ran out of fuel, as an assumption Australian safety investigation officials are pronouncing in establishing that an underwater search must go further south to find the Malaysia Airlines jet’s most likely resting place, South China Morning Post and The Guardian (U.K.) report.
After analyzing data between the plane and a British firm Inmarsat satellite, officials believe Malaysia Airlines flight 370 was on autopilot the entire time it was flying across a vast expanse of the southern Indian Ocean, Australian Transport Safety Bureau (ATSB) Chief Commissioner Martin Dolan said.
Investigators searching for flight MH370 now believe a catastrophic event, leading to oxygen starvation, is the most likely scenario in the disappearance of the Boeing 777-200 airliner.
The Australian-led search team say that the plane was flying on autopilot on a consistent course when it finally crashed into the southern Indian Ocean when its engines flamed out.
ASTB Chief commissioner Dolan said it was “highly, highly likely” that MH370 was on autopilot for hours before it crashed, because of the orderly path the plane took.
“Certainly for its path across the Indian Ocean, we are confident that the aircraft was operating on autopilot until it ran out of fuel,” Dolan said.
Asked whether the autopilot would have to be manually switched on, or whether it could have been activated automatically under a default setting, Dolan replied: “The basic assumption would be that if the autopilot is operational it’s because it’s been switched on.”
But exactly when the Boeing 777 began running on autopilot is still not known.
“Autopilot theory would explain plane’s ‘orderly path’,” says Australian Transport Minister, Warren Truss.
“We could not accurately nor have we attempted to fix the moment, when [the Boeing 777-200 airliner] was put on autopilot,” Truss said. “It will be a matter for the Malaysian-based investigation to look at precisely when [the airliner] may have been put on autopilot.”
Efforts to find the Boeing 777-200 airliner is now focusing on an area near to where the original search off Australia’s west coast began, upon the March 24 shocking revelation of Malaysian Prime Minister Najib Razak, announcing the airliner ended its journey on March 8 in the southern Indian Ocean.
“We are now shifting our attention to an area further south of [the 7th] arc – broadly in the area where our first search efforts were focused,” Truss said.
Photo Credit: Geoscience Australia
Recovering MH370’s Boeing 777-200ER Requires New International Cooperation and Complexity
Under the Annex 12 and 13 rules of the United Nation’s International Civil Aviation Organization (ICAO) — that governs traditional air crash investigations — the conventional procedure after recovery of MH370 debris would have been to bring together Boeing experts and Malaysian aviation safety investigators to determine next steps of the accident probe.
But now, since it has been confirmed that the Boeing 777-200ER has indeed crashed in the southern Indian Ocean by the Malaysian prime minister, the Australian Transport Safety Bureau and Australian Joint Agency Coordination Center has to complete its underwater scouring of nearly 75,000 square miles of search area off the western coast of Australia at Perth.
Resolving modern aviation’s greatest mystery requires answers to two main questions: What happened aboard Flight 370 to make it veer sharply off course and disappear from radar? And where did the massive Boeing 777-200ER end up inside the southern Indian Ocean, spanning across current drifts from the French island of La Réunion off the coast of Madagascar to the western coast of Australia at Perth.
Several international cast of officials involved in the investigation brings forth not only new international cooperation, but also a new degree of complexity among government officials, aviation safety investigators and experts in Malaysia, Australia, France, China, United Sates and United Kingdom.
Malaysia leads the overall investigation, as the sovereign flag-carrier of flight MH370, which departed the early morning of March 8, 2014 from Kuala Lumpur, moments before mysteriously vanishing from air traffic control and military radar.
Australia oversees the underwater search for the Boeing 777-200ER hull, since the airliner is now “conclusively confirmed” by international investigators to have crashed in a remote portion of the southern Indian Ocean, now known as the current 46,000 square mile “priority search area” off the continent’s western coast at Perth.
France, four of whose citizens were aboard the flight, takes a larger role in the Boeing 777-200ER crash investigation, when airliner’s flaperon washed upon a remote part of its territory, known as La Réunion off the coast of Madagascar near the southwestern coast of Africa. French authorities had already opened their own criminal investigation last year into possible manslaughter and hijacking in the loss of MH370.
“The French tend to be pretty aggressive” when it comes to asserting the authority of prosecutors, said Robert Francis, a former vice chairman of the U.S. National Transportation Safety Board, according to the Wall Street Journal.
Because investigators suspect the plane went down as a result of an intentional act, Flight 370 has been “far removed from an average aircraft accident,” Mr. Francis, who has years of experience working with the French government, said in an interview. Therefore, he said, French law-enforcement officials “shouldn’t have a great deal of difficulty defending what they have done,” Wall Street Journal reports.
China, which had 155 citizens on the missing flight MH370, en route to Beijing from Kuala Lumpur, Malaysia, holds the biggest stake in all decisions made about the search for the Boeing 777-200ER, including one might suppose, Malaysia prime minister Najib Razak’s go-ahead press announcement on Wednesday, August 5, the La Réunion debris “conclusively confirmed” was indeed MH370 that crashed in the southern Indian Ocean, despite cautious hesitation by French and United States officials.
United States and United Kingdom government agencies — as well as experts from the National Transportation Safety Board, the Boeing Company, and the British satellite firm, Inmarsat — will contribute to the investigations until MH370’s Boeing 777-200ER is found, the aircraft hull recovered and re-assembled, and the causes of the mysterious crash are determined.
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