#MH370: Looking back into Area 25S 101E (Batavia/HAI XUN 01’s 37.5 kHz Ping Detection’s)

(Information for research purpose) 

Malaysia Airlines Flight MH370 went missing on March 8, 2014 with 239 people on board


Accident, Unknown, 8 March 2014, Boeing – 777 9M-MRO
Disappearance at sea

Local Date: March 8, 2014
Organization in charge: Malaysia – AIB
Scope of investigation: Annex 13 investigation
State of Occurrence: Indian Ocean
Place of occurrence: Unknown
Level of injury: Unknown
Level of damage: Destroy
Occurrence class: Accident
Occurrence category: –

Aircraft category: Fixed Wing Aircraft – Airplane
Operator: Malaysia – Malaysian Airlines System
Model: BOEING – 777
Registration: 9M-MRO
State registration: Malaysia
Departure: Peninsular Malaysia – WMKK (KUL) Kuala Lumpur / Intl
Intended destination: China – ZBAA (PEK) Beijing / Capital
Flight phase: –
Serial number: 28420
Operator Type: AG
Type operating Public transport – Commercial Operations – Passengers


Malaysia Airlines Flight MH370 from Kuala Lumpur, Malaysia to Beijing, China was reported missing on March 8, 2014. There were 227 passengers and 12 crew members on board.

unnamedThe Boeing 777-2H6ER took off from Kuala Lumpur International Airport’s runway 32R at 00:41 (16:41 UTC).  At 00:42 (16:42 UTC) the flight was cleared to climb to FL180 and was issued a direct track by Lumpur Approach to the IGARI waypoint.

MH370 was then transferred to Lumpur Radar and was cleared to climb to FL250.

8 march 2014 new-ir1-anim

2014-03-07 1730-1900 UTC 10.8 micron infrared animation at the time of disappearance to 1.5 hours afterward.  Source: WeatherGraphics Malaysia

At 00:50 (16:50 UTC) the flight was further cleared to the planned cruising altitude of FL350. MH370 reported maintaining FL350 at 01:07 (17:07 UTC) .

Last radio contact was at 01:19 (17:19 UTC) when the Kuala Lumpur Radar controller instructed the flight to contact the radio frequency of Ho Chi Minh Air Traffic Control Centre, Vietnam: “Malaysian Three Seven Zero contact Ho Chi Minh 120 decimal 9 Good Night”. One of the flight crew members replied: “Good night, Malaysian Three Seven Zero.”

MH370-8March2014At 01:21 (17:21 UTC) MH370 was observed on the radar screen of the Kuala Lumpur Radar controller as it passed over waypoint IGARI. Nine seconds later the radar label for MH370 disappeared from the radar screen. The transponder was switched off.

At 01:38 (17:38 UTC) Ho Chi Minh ATCC contacted Kuala Lumpur ATCC on the whereabouts of MH370. Kuala Lumpur ATCC contacted the airline’s operations centre, Singapore ACC, Hong Kong ACC, and Phnom Penh ACC, failing to establish the location of MH370.
Meanwhile, the airplane flew in a westerly direction back over peninsular Malaysia before turning northwest. Primary radar data showed that the aircraft tracked along the Malacca Strait. During this time the aircraft passed close to waypoints VAMPI, MEKAR, NILAM and possibly IGOGU along a section of airway N571.

The final primary radar fix occurred at 02:22 (18:22 UTC).

From then on seven handshakes between the aircraft’s SATCOM system and the Inmarsat ground station were recorded. Last satellite data was recorded at 08:19 Malaysian time (00:19:37 UTC)

Initially search efforts focused on the South China Sea area. On 24 March 2014 further analysis of the Inmarsat satellite data indicated that MH370 flew south and ended its flight in the southern part of the Indian Ocean.

Pinned Flight MH370
Flightradar24 http://www.flightradar24.com/data/pinned/mh370-2d81a27/#2d81a27
MH370 – Flightaware http://nl.flightaware.com/live/flight/9MMRO

Differential Doppler study from Inmarsat concerning MH370, presented to the AAIB 23 March 2014 (This short, very early document from March 2014, was full of wrong statements and missending descriptionshttp://www.inmarsat.com/wp-content/uploads/2014/03/Inmarsat-Differential-Doppler-Study.pdf

Inmarsat: Search for MH370 Published 26 May 2014 (Cornerstone paper)

ATSB Bayesian analysis  Published 3 December 2015


An Investigation is being carried out by “The Malaysian ICAO Annex 13 Safety Investigation Team for MH370”. Accredited representatives from the following seven Air Accident and Incident Investigation Organisations are participating in the Investigation:

1st Interim Statement http://mh370.mot.gov.my/download/InterimStatement.pdf

*The Australian Transport Safety Bureau (ATSB) of Australia
*The Air Accidents Investigation Branch (AAIB) of United Kingdom
*The Air Accident Investigation Bureau (AAIB) of Singapore
*The Bureau d’Enquêtes et d’Analyses pour la Sécurité de l’Aviation Civile (BEA) of France
*The Civil Aviation Administration of China (CAAC)
*The National Transportation Safety Board (NTSB) of United States of America
*The National Transportation Safety Committee (NTSC) of Indonesia

A Preliminary Report detailing initial progress with the Investigation was completed on 9 April 2014 and published on 1 May 2014 in the name of the “Office of the Chief Inspector of Air Accidents, Ministry of Transport, Malaysia”.

Preliminary Report MH370

Below statement and attached documents were made public and shared with NOKs at 8:27pm (Malaysia local time), 1 May 2014:



  1. 1. ATC Delivery.wav Mirror download
  2. 2. KL Ground.mp3 Mirror download
  3. 3. KL Tower.mp3 Mirror download
  4. 4. KL Approach.mp3 Mirror download
  5. 5. KL Radar.wav Mirror download
  6. Actions taken between 0138 and 0614.pdf Mirror download
  7. Cargo Manifest and Airway Bill.pdf Mirror download
  8. Maps.pdf Mirror download
  9. Preliminary Report.pdf dated 9 April 2014 | Mirror download
  10. Seating plan.pdfMirror download

Audio Transcript MH370 Pilot-ATC BIT.pdf Release date: 1 April 2014
Full audio file MH370 Pilot-ATC retreived from released video.mp3 (converted from video) Release date 1 May 2014)

A further Interim Statement and a lengthy accompanying Report with the title
“Factual Information” were published on 8 March 2015.

2th Interim Statement http://mh370.mot.gov.my/english2ndInterim.html

On 8 March 2016, a 2nd Interim Statement was issued noting the recovery of a flaperon from the Réunion on 29 July 2015 and the continuing work of the Investigation Team on “eight relevant areas” as follows:

*Diversion from the Filed Flight Plan Route;
*Air Traffic Services Operations;
*Flight Crew Profile;
*Airworthiness & Maintenance and Aircraft Systems;
*Satellite Communications;
*Wreckage and Impact Information (following the recovery and verification of a flaperon from the aircraft);
*Organisation and Management Information of the Department of Civil Aviation (DCA), Malaysia and MAS; and
*Aircraft Cargo Consignment.

MH370 Data Communication Logs Release date: 27 May 2014 | DCA.gov.my (Has errors)

Update to Signalling Unit Logs Dec 2014:

MH370: Burst Timing Offset (BTO) CharacteristicsReleased 20 Dec 2014
http://www.atsb.gov.au/publications/2014/mh370-burst-timing-offset/  PDF: http://www.atsb.gov.au/media/5187038/mh370_burst_timing_offset_dec2014.pdf

MH370 – Definition of Underwater Search Areas Report – 30 July 2015

Debris Examination Updates

Debris Examination Report 1.pdf (19 April 2016) Identification of two items of debris recovered in Mozambique
Debris Examination Report 2.pdf (12 May 2016, Amended 24 May 2016) Identification of two items of debris recovered from the beaches in South Africa and Mauritius
Debris Examination Report 3.pdf (15 September 2016) Identification of large flap section recovered off the Tanzanian coast
Debris Examination Report 4.pdf (22 September 2016) Preliminary examination of two items of debris recovered near Sainte Luce, Madagascar
Debris Examination Report 5.pdf (7 October 2016) Identification of wing trailing edge debris recovered from Mauritius
MH370 – Search and Debris Examination Update.pdf (2 November 2016)
MH370 Debris Examination 30042017.pdf  (updated 30 April 2017)


Debris Overview

Click to enlarge | Summary

Operational Search Updates: 

ATSB Latest Operational Search Update: http://www.atsb.gov.au/mh370-pages/updates/operational-update.aspx | Previous Updates:  MH370 Operational Search Updates
All Search Updates JACC http://jacc.gov.au/families/operational_reports/

MH370 Facts and Statistics—Surface Search of the Southern Indian Ocean 17 March – 28 April 2014  PDF: 39 KB

ATSB Debris Examination Updates/Reports  http://www.atsb.gov.au/publications/investigation_reports/2014/aair/ae-2014-054/

AMSA MH370 Timeline http://www.amsa.gov.au/media/mh370-timeline/
AMSA Media Releases 2014 https://www.amsa.gov.au/media/media-releases/2014/

Other Updates:

MOT Malaysia http://mh370.mot.gov.my/
MH370 Official Site http://www.mh370.gov.my/index.php/en/
Press Releases Minister of Transport Malaysia Liow Liong Lai
Media Releases Minister of Infrastructure AU

MH370: Update to Signalling Unit LogsAmended 30 March 2017
MH370 Debris Examination 30042017.pdf  – released 30 April 2017
CSIRO The Search for MH370 and Ocean Surface Drift Part II  – released May 03, 2017
GeoScience Satellite Imagery Report  – released Aug 16, 2017
CSIRO The search for MH370 and ocean surface drift – Part III  – released Aug 16, 2017

CSIRO The search for MH370 and ocean surface drift – Part IV – released Oct 03, 2017
Operational Search for MH370 – Final Report – released 3 Oct 2017 

Posted 27 July 2016 

Looking back into Batavia Area 25S 101E

Preparatory work for research purpose

* (Open the full map and enable notes in the menu on the left)

 MH370 Debris Overview of confirmed and to be examined debris
(Click icon for info & images) | Enlarged Map: http://tinyurl.com/DebrisMapMH370 | Overview of debris

Note: I have been asking around for experts willing to look into this  information i’ve provided for research purpose, and the possibility of the ping signal area’s, especially that of Batavia Seamount/Hai Xun 01, being dismissed too soon as flight mh370’s final resting place.


Early searches

Under agreement between Australia and Malaysia, a surface search of probable impact areas along the arc was carried out from 18 March to 28 April 2014, coordinated by the Australian Maritime Safety Authority. This included a search for the flight recorders using a towed pinger locator, sonar buoys and an autonomous underwater vehicle (AUV) to search the ocean floor, in the northern section of the search area. The AUV underwater search, coordinated by the Joint Agency Coordination Centre (JACC), was completed on 28 May 2014. The ATSB then became responsible for refining the search area and leading an expanded underwater search. (Australian Transport Safety Bureau Annual Report 2015–16 p48-56)

28 March 2014:
Large debris field spotted north of broken ridge

See AMSA Update 28 and up | Search Area Map 28 March 2014

2 April 2014 HMS Echo: possible ULB detection close to the 7th arc (Dismissed by ATSB)


UK defence vessel HMS Echo

On 2 April 2014, the UK defence vessel HMS Echo, using a hull-mounted acoustic system
reported a possible ULB detection close to the 7th arc and S4/S5 boundary. The hull mounted system was designed to provide high accuracy deep water positioning by monitoring the location of subsea transponders operating between 27 kHz and 30.5 kHz. The acoustic system was retuned to 37.5 kHz, by the crew of HMS Echo, to enable detection of the flight recorder ULB.

On 3 April 2014, following tests, this detection was discounted as being an artefact of the ship’s sonar equipment.

Source: http://www.atsb.gov.au/media/5668327/ae2014054_mh370__search_areas_30jul2015.pdf 

4 – 10 April 2014: Possible 37.5 KHz pings detected in Batavia area 25S 101E by HAI XUN 01, plus large amount of floating debris field

MH370 Facts and Statistics—Surface Search of the Southern Indian Ocean 17 March – 28 April 2014  PDF: 39 KB

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+ 5 April 2014: 37.5 KHz Signal received by HAI XUN 01

Possible crash sides - w overlay

Open the full map and enable notes in the menu on the left to see the markers – Image by Bookofresearch

MV Haixun 01


Chinese vessel Hai Xun 01

On the 4 April 2014, the crew of the Chinese Maritime Safety Administration vessel, MV Haixun 01, were operating Benthos pinger detector equipment from a rescue boat at the Southern end of the green zone (see image below) in ocean depths of about 4,500m. The crew detected a pulsed signal with a frequency of 37.5 kHz, repeating at once per second. A second detection on the same frequency was made the next day, at a position about 3 km west of the first detection. The second detection was reported to be a much weaker strength signal than the previous day.

(Edit: Coordinates: 25.975S, 101.461E  Operational Search for MH370 – Final Report, released 3 Oct 2017 (page 38) 

On 6 and 8 April 2014, HMS Echo attempted to reacquire the detection’s reported by the crew of Haixun 01. However they were unsuccessful and concluded that the detection’s were unlikely to be MH370’s ULBs due to the water depth, surface noise and the hydrophone equipment being used by the crew of Haixun 01 which had a practical detection range of about 2,000 m according to the manufacturer. A submarine was also tasked to investigate the area and was also unable to identify any ULB transmissions.)

Ocean Shield TPL Search Coverage 04-14 April 2014

The Benthos pinger locator specifications include:
• Detectable frequency range: 5 kHz to 80 kHz
• Practical ULB detection range: 2,000m



Hai Xun 01

JACC Media Release 5 April 2014—pm Media Reporting on Chinese Ship Detection of Electronic Pulse Signals and a number of white objects sighted on the surface about 90 kilometres from the detection area.
Transcript of Press Conference, 6 April 2014
JACC Media release 7 April 2014
Transcript of Press Conference, 7 April 2014
April 9 2014 Floating objects spotted onboard Haixun-01 at 20S 98E (XinhuaNews)
JACC Media Release 10 April 2014 Aircraft and ships reported spotting a large number of objects during yesterday’s search, but only a small number were able to be recovered. None of the recovered items were believed to be associated with MH370
UPDATED REPORT Operational Search for MH370 – Final Report, released 3 Oct 2017

Analysis of Hai Xun 01 acoustic detections

HMS Echo was tasked to the area of the MV Haixun 01 detections. HMS Echo reported that the detections were unlikely due to the depth to the seafloor, surface noise and the equipment utilised. A submarine tasked to the area was unable to get any detections.

Source: http://www.atsb.gov.au/media/5668327/ae2014054_mh370__search_areas_30jul2015.pdf   |  UPDATED REPORT Operational Search for MH370 – Final Report, released 3 Oct 2017


-Battery for the ULB attached to MH370 was expected to expire around 7 April ( SSFDR ULB Battery Expiry – page 60) The batteries are only designed to last 30 days, but may extend to 45 days in practice.
In 8 March 2015 Factual Information report, it was revealed that the battery for the ULB attached to Flight MH370’s flight data recorder had expired in December 2012 and may not have been as capable but would have made no difference in the search for the plane. ( Source: ULB Factual information: SECTION 1.11 page 57-60 )
The Factual information report released 8 March 2015 (includes info about the UBL: SECTION 1.11 page 57-60)
– The MH370 – Definition of Underwater Search Areas Report released 30 July 2015  (includes info about the ping detection’s)
– The signal with a frequency of 37.5 kHz received by the Haixun 01 is highly unlikely to have come from Ships, they have black boxes, but that’s at 400kHz–15kHz. Or any marine life such as whales, as their frequencies range between 15Hz and 20Hz, or dolphins, whose ultra sonic waves span from 200kHz to 350kHz. Additionally, marine life frequencies rarely change. 37.5kHz was selected as to avoid clash with known frequencies of other emission sources including natural sources and background noise.
–  The Chinese patrol ship Haixun 01 used hand held devices lowered over the side of small open boats

1.11.3 Underwater Locator Beacons (ULB)


The Black Box

Both crash-protected recorders were equipped as provided by the regulations with underwater locator beacons (ULB) whose transmission time is at least 30 days, on the 37.5 kHz frequency, operating depth up to 20,000 ft. (6096 m) and activated with fresh or salt water immersion.

underwater-location-beaconDetail specifications are as per below:

 Manufacturer: Dukane
 Model: DK-100 / DK-120
 Operating Frequency: 37.5 kHz ± 1 kHz
 Operating Depth: Surface to 20,000 ft. (6,096 meters)
 Pulse Length: 10 milliseconds + 10%
 Pulse Repetition Rate: Not less than 0.9 Pulse/Sec
 Operating Life: 30 days (minimum)
 Battery Life In Beacon: 6 Years
 Acoustic Output, Initial: 1060 dynes/cm² rms pressure at 1 meter (160.5 dB)
 Acoustic Output After 30 Days: 700 dynes/cm² rms pressure at 1 meter (157.0 dB)
 Operating Temperature Range: +28°F (-2.2°C) to +100°F (+37.8°C)
 Actuation: Fresh or salt water
 Radiation Pattern: Rated output over 80 percent of sphere

 Size: 1.30 inches (3.30 cm) diameter x 3.92 inches (9.95 cm) long (less mount)
 Weight, Beacon: 6.7 ounces (190 grams)
 Storage Temperature Range: -65°F (-54°C) to 160°F (71°C)

The SSFDR was attached with a ULB as below:
 S/N: SC26210
 ULB Expiry Date: December 2012

The SSCVR was attached with ULB as below:
 S/N: Not Recorded
 ULB Expiry Date: June 2014 SSFDR ULB Battery Expiry ( SSFDR ULB Battery Expiry – page 60 of the Factual Information Report)

dk120According to maintenance records, the SSFDR ULB battery expired in December 2012. There is no evidence to suggest that the SSFDR ULB battery had been replaced before the expiry date. The SSCVR ULB battery however was replaced, as scheduled, with the next expiry in June 2014. There is some extra margin in the design to account for battery life variability and ensure that the unit will meet the minimum requirement. However, once beyond the expiry date, the ULB effectiveness decreases so it may operate, for a reduced time period until it finally discharges. While there is a definite possibility that a ULB, will operate past the expiry date on the device, it is not guaranteed that it will work or that it would meet the 30-day minimum requirement. There is also limited assurance that the nature of the signal (characteristics such as frequency and power) will remain within specification when battery voltage drops below the nominal 30-day level.

Technical Log records showed that the SSFDR (together with the ULB) was replaced on the aircraft on 29 February 2008. Component installation records for the ULB showed that at the time the SSFDR was replaced on aircraft the expiry date for the battery was December 2012.

Interviews were held with the MAS Engineering Technical records staff to determine why the ULB battery was not replaced before the expiry. It was revealed that the Engineering Maintenance System (EMS, a computer system used to track and call out maintenance) was not updated correctly when the SSFDR was replaced on 29 February 2008. The update involves ‘removal’ of the old unit in the system followed by ‘installation’ of the new unit. In this particular instance, although the old unit was ‘removed’, the new unit was inadvertently not ‘installed’ in the system. If the system was updated correctly on the installation, the next due for removal would have been for the replacement of the ULB battery. Since the system was not updated it did not trigger for the removal of the SSFDR for replacement of the ULB battery when it was due. ULB battery replacement is normally done in the workshop by routing the removed SSFDR, together with the ULB, to the workshop. This oversight was not noted until after the disappearance of MH370 when details of the ULBs were requested.

Subsequently, MAS Engineering Technical records carried out a fleet-wide record inspection for the ULBs to ensure all records for other aircraft are updated accordingly.

Source: Factual information: SECTION 1.11 page 57-60

 Spotted Debris

5 April 2014: HAI XUN 01:  floating white objects spotted

The crew of a Chinese Ilyushin IL-76 plane spotted numerous white floating objects on 5 April 2014,  in about 20 minutes starting from 11:05 local time and took pictures of them.

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Photo’s taken on April 5, 2014 showing white floating objects spotted by Chinese air force in the southern Indian Ocean. A Chinese air force plane searching for missing Malaysian passenger jet MH370 spotted a number of white floating objects in the search area Saturday. The plane photographed the objects over a period of 20 minutes after spotting them at 11:05 local time. (Xinhua/Huang Shubo) Source 

Image Source

In regards to a large debris field spotted on 9 April 2014, there is a report of Chinese navy ship 998 finding one round piece of timber in position 20-358/096-44.74E at 0630 UTC. It is described as having a diameter of 1 m and a length of 10 m. This report would have been relayed through Haixun 01.

Source:  Daniel JT O’Malley, Communications Officer, Australian Transport Safety Bureau, Email ATSBinfo@atsb.gov.au / P 1800-020-616 


9 April 2014: Debris spotted

Media Release: 10 April 2014—am

Up to 10 military aircraft, four civil aircraft and 13 ships will assist in today’s search for missing Malaysia Airlines flight MH370.

Aircraft and ships reported spotting a large number of objects during yesterday’s search, but only a small number were able to be recovered.

None of the recovered items were believed to be associated with MH370.

Today AMSA has planned a search area of about 57,923 square kilometres.

The centre of the search area lies approximately 2280 kilometres north west of Perth.

Moderate south easterly winds with isolated showers are forecast. Visibility will be fair (5000 metres) during the showers.

The underwater search continues today, with ADV Ocean Shield at the northern end of the defined search area, and Chinese ship Haixun 01 and HMS Echo at the southern end.

The Australian Transport Safety Bureau continues to refine the area where the aircraft entered the water based on continuing ground-breaking and multi-disciplinary technical analysis of satellite communication and aircraft performance, passed from the international air crash investigative team comprising analysts from Malaysia, the United States, the United Kingdom, China and Australia.



Flight Lieutenant Brent Collier inspects a tracking map onboard a Royal New Zealand Air Force P-3 Orion during the search for flight MH370. AAP: Richard Wainwright Source

In The News

* MH370 recap: Maritime expert says three pings have to have come from missing Malaysia Airlines plane – 4 April 2014 – mirror.uk
Chinese Vessel “Haixun 01” Detected “Pings” – metabunk.org – 5 April 2014
Chinese search vessel discovers pulse signal in Indian Ocean – 5 April 2014 – XinhuaNet
Chinese air force plane spots new floating objects in south Indian Ocean – 5 April 2014 – XinhuaNet
MH370: Chinese patrol ship detects ping near suspected location of plane – 5 April 2014 – theguardian.com
* Signal from Flight MH370’s black box ‘heard’ – 5 April 2014 – Live.china.org.cn
MH370: Chinese TV announces ‘ping’ detection – 5 April 2014 – Telegraph.co.uk
* Flight 370: Search teams investigate sounds picked up in ocean – 5 April 2014 (Updated 6 April 2014) – CNN.com
White Objects Sighted 90 Kilometers from Pulse Detection Area – 5 April 2014 – wsj.com News Stream
* Chinese air force plane spots new floating objects in south Indian Ocean – 5 April 2014 – Xinhuanet.com
JACC Media Release 5 April 2014—pm Media Reporting on Chinese Ship Detection of Electronic Pulse Signals and a number of white objects sighted on the surface about 90 kilometres from the detection area.
Malaysia Airlines Flight MH370: Chinese Vessel’s Detection of Multiple Pings
‘Consistent’ with Black Box Signals
– 6 April 2014 – ibtimes.co.uk
* Malaysia Airlines MH370: Tony Abbott urges caution after Chinese ship detects pulse in southern Indian Ocean – 6 April 2014 – CNN.com
* MH370 ‘found’: Chinese ship detects SECOND signal from deep in the Indian Ocean – 6 April 2014 – express.co.uk
* Malaysia Airlines MH370 Search: Chinese Ship Hunting For Missing Malaysia Jet Detects ‘Ping’ [UPDATE] – 6 April 2014 – ibtimes.com
Overview of news reports
MH370: Is it the pinger? 4 reasons to believe; 6 reasons to doubt – 7 April 2014 – CNN
Floating objects spotted onboard Haixun-01 at 20S 98E – April 9 2014 – XinhuaNews
JACC Media Release 10 April 2014 Aircraft and ships reported spotting a large number of objects during yesterday’s search, but only a small number were able to be recovered. None of the recovered items were believed to be associated with MH370
Tony Abbott ‘very confident’ signals are from MH370 black boxes – 11 April 2014 – smh.com.au
* Malaysia Airlines MH370: Tony Abbott says officials ‘very confident’ signals are coming from black box  – 11 April 2016 – ABC.net.au – “Searchers are now confident they are picking up fading signals from flight MH370’s black box, and have narrowed down the search area to “within some kilometres”, Prime Minister Tony Abbott says. The search for the flight recorders is now focused on a 600 square kilometre area, 1,670 kilometres north-west of Perth, where dozens of acoustic sonobuoys were dropped on Wednesday.
Missing Malaysia Airlines flight MH370: Black box has fallen silent, admits Australian Prime Minister Tony Abbott 
– 13 April 2014 -independent.co.uk – Batteries of the flight’s black boxes have most likely died, leaving a 500 square mile area to be searched by a slow moving robotic submersible
* Tony Abbott not advised MH370 search had found black box, senators told – 20 Oct 2014 – The Guardian

3D Model of the seafloor with 25S 101E (Batavia Seamount) marked + AMSA maps of 4,5 and 6 April 2014 incl JACC media releases

26 Jun 2014: MH370: New high priority search area announced

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A surface search of probable impact areas along this arc, coordinated by the Australian Maritime Safety Authority, was carried out from 18 March – 28 April 2014. This search effort was undertaken by an international fleet of aircraft and ships with the search areas over this time progressing generally from an initial southwest location along the arc in a north-easterly direction. The location of the search areas was guided by continuing and innovative analysis by a Joint Investigation Team of the flight and satellite-communications data. This analysis was supplemented by other information provided to ATSB during this period. This included possible underwater locator beacon and hydrophone acoustic detections. No debris associated with 9M-MRO was identified either from the surface search, acoustic search or from the ocean floor search in the vicinity of the acoustic detections. The ocean floor search was completed on 28 May 2014.

Acoustic search area definition: Search vessels with equipment capable of acoustic detections were en route to or near the 7th arc on 2 April. The most probable arc crossings current on 2 April 2014 were the red/ yellow/ green areas in Figure 6. The areas had been sized so that the primary TPL system embarked on Australian Defence Vessel (ADV) Ocean Shield could cover the red area prior to the predicted expiry of the flight recorder ULB batteries. ULB detection resources were deployed to commence operations at the S4/S5 boundary within the red box and on the 7th arc. Source

Debris sightings: A number of items were sighted by aircraft especially from Area A (see figure 6), though most of the sightings were unable to be relocated by surface assets and no debris considered to be from MH370 was recovered. Source

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According  ATSB Search and Debris Examination Report 2 Nov 2016, page 9-11:

Small errors in the simulation can result in large divergences over time. As such, an examination of the debris behaviour in the first months after the accident was conducted.

Figure 10 illustrates the starting location of the simulated drifters along the 7th arc. After eight months of simulated drift (Figure 11), some initial conclusions can be drawn about the drifter’s path with respect to debris discovered to date. A significant number of drifters arrived on the coast of Western Australia. Similarly, a number of drifters had arrived on the coast of Africa. The colour of each drifter identifies its starting location as marked along the arc.

• Drifters starting in the southern half of the current search area or below (dark blue, green, light blue) can be observed on and around the coast of Western Australia, with many drifting towards Tasmania. No debris has been discovered on the Australian coast. This indicates that a starting location within the current search area, or further north, is more likely.

• A significant number of red drifters have already reached the coast of Madagascar and mainland Africa. This is not consistent with the time at which debris was discovered. The first item of debris was not discovered on Reunion Island until 16 months after the accident. This suggests a reduced likelihood of debris originating from the northernmost areas shown in Figure 10 (red and white coloured regions).

Refinement of the drift analysis is continuing. Flaperon replicas are currently deployed in the open ocean along with drogued and undrogued drifters, and replicas of smaller debris. This is to study the longer-term drift behaviour of the parts in conditions similar to those expected in the Indian Ocean. The long-term tests may provide additional improvement to the simulations and confidence in the backtracking results.


Some Notes About The Flaperon Found At Reunion on 29 July 2015

(See Updates of 30 July and 3 August 2015 >>)


Debris Location TerraServer 20°54’58.26″ S 55°38’56.94″ E . Two objects show up in the  imagery (date: 23/7/2015) the object on the left was already there in the 14/6/2015 imagery (source: Terraserver)

Coordinates 20°54’58.26″ S 55°38’56.94″ E | TerraServer

Two objects show up, in the at that time latest imagery on TerraServer at Reunion Island, date: 23/7/2015. The object on the left was already there in the 14/6/2015 imagery. Non of them were there in the 25/4/2015 imagery. There’s also an image available of 7/7/2015 but it’s too cloudy to see anything.
In the 01/8/2015 imagery on TerraServer both objects are gone.
It appears the flaperon was already there at least as early as 14/6/2015 and was claimed to have been there already in early May 2015.

The images may indicate a time span of when the flaperon washed ashore.

Deltaris Drift Model

Deltares Debris Model North of Search Area (Based on 7th Arc) – Uploaded 31 July 2015:
http://youtu.be/u0W7tcObbEw (Consistent with debris finds so far (See Debris Map): http://tinyurl.com/DebrisMapMH370 Also see  Adrift for Area 25S 101E

Malaysian Airlines flight MH370 went missing on 8 March 2014. A multinational search effort began soon after and it is still in progress. The primary focus has been on a vast area west of Australia. On the basis of the aircraft debris that was found on 29 July on the island of Réunion, hydrodynamic experts of Deltares produced a simulation model that indicates that the northern part of the search is now a more likely source of the debris.

Deltares experts Maarten van Ormondt and Fedor Baart used a particle tracking routine to compute the movement of debris from different locations in the search area. The calculation was made using surface currents (assuming that they are the most relevant for the floating debris) from the global HYCOM model. The results show how debris moves with the counter-clockwise gyre in the Southern Indian Ocean and quickly disperses over large areas. Particles released in the northern section of the search area arrive at the African coast first within a year of the release time. Those released in the southern section do not travel as far and do not make it to Africa within the simulation period.

Maarten van Ormondt (a Deltares hydrodynamic expert): ‘The model shows us that the ocean currents are able to carry the debris from the search area west of Australia to Réunion. It also suggests that it is more likely that the debris originates from the northern section of the search area than from the southern part.”

Further research will be necessary to verify the assumptions used in this model. The results of our investigation do not rule out any location for the MH370 crash. It can therefore not be concluded that the current search operation focuses on the wrong area.

Meteo France Drift Model

This report was produced by Meteo France (France’s meteorological agency).
Study report backwards drifts from MH370 flaperon (French Judiciary Report) by Pierre Daniel Report – Rapport d’étude dérive à rebours de flaperon (Meteo France) (8 Feb 2016)

GEOMAR Drift Model 

Possible position of MH370 based on a backwards drift model by GEOMAR
.. read more>>


The graph shows the most likely positions of the wing flap found in Réunion during the time of the crash. Source: Jonathan Durgadoo, Siren Rühs, Arne Biastoch (GEOMAR) May 2016. Click to enlarge

Manuscript under review for journal Ocean Sci, drift model

Consideration of Various Aspects in a Drift Study of MH370 Debris (4 December 2017)

Fig 8

An interesting drift study by Oleksandr Nestero, from EGU: Ocean Sci. Discuss., Manuscript under review for journal Ocean Sci. Discussion started: 4 December 2017.

Six particles that were released at 99.09°E, 28.84°S all ended up where the flaperon was found at la reunion. According the report the obtained results indicate the likelihood of the crash site to be located between 25.5°S and 30.5°S latitudes, with the segment from 28°S to 30°S being the most promising.

Download: https://www.ocean-sci-discuss.net/os-2017-80/os-2017-80.pdf |Abstract https://www.ocean-sci-discuss.net/os-2017-80/

5 April 2014 latest positions from AIS Live

Image 9:00 UTC http://web.archive.org/web/20140410155850im_/http://ihsmaritime.files.wordpress.com/2014/04/west-aus-indian-ocean-050414-0900.jpg?w=730  (See image below)

Updated - Malaysia Airlines Flight MH370 - Area 25S 101E 216559

April 5 2014 09:00 UTC: To the north those deploying underwater instruments have now taken up a tight formation. The Chinese vessels are still searching at the southern end of the area. Seahorse Standard and KD Lekiu are now in the area, and appear to be heading for the Australian warships at the north west side of the search area. (Analysis provided by Krispen Atkinson at IHS Maritime.Twitter: @Krispen_Ships)

6 April 2014 AMSA: Day 20 search area wide (handout) http://www.amsa.gov.au/media/incidents/documents/incident_2014_1475_d30_handout_1.pdf

AMSA Handout 6 April 2014

AMSA Handout 6 April 2014

All AMSA Updates 

AMSA Timeline

5 & 8 April 2014 33 kHz Signal received by ADV OCEAN SHIELD (Dismissed by ATSB)

Signal Received

7 April 2014 | Day 21 | JACC 

ADV Ocean Shield Towed Pinger Locator Detections

ADV Ocean Shield Towed Pinger Locator Detections 

5 & 8 April 2014 Signal received by ADV OCEAN SHIELD (Dismissed by ATSB)

Ocean Shield

The ADV – Ocean Shield deployed the first towfish on 4 April 2014. The first towfish exhibited acoustic noise and was required to be changed out with the second towfish. The second towfish was deployed on 5 April 2014 and shortly after, whilst descending, detected an acoustic signal at a frequency of approximately 33 kHz. Further detections were made on 5 April 2014 and on 8 April; however, none were able to be repeated when following an opposing track. The first towfish was redeployed with no detections

• Detectable frequency range: 3.5 kHz – 50 kHz
• Maximum operating depth: 6,000 m

Link to Playlist

Towed Pinger Locator detection – ADV Ocean Shield – 5 Apr 2014
Vision depicts spectrum analysis showing received frequencies of the signal via the Towed Pinger Locator. Publish Date 09 Apr 2014. Source: The Australian Government Department of Defense

ADV Ocean Shield detects possible Black Box Signal – 6 April 2014
Publish Date 06 Apr 2014. Source: The Australian Government Department of Defense

Ocean Shield TPL Search Coverage 04-14 April 2014

8 April 2014 ADV Ocean Shield Towed Pinger Locator Detections

Analysis of Ocean Shield acoustic detections

A review of the Ocean Shield acoustic signals was undertaken independently by various specialists. The analyses determined that the signals recorded were not consistent with the nominal performance standards of the Dukane DK100 underwater acoustic beacon. The analyses also noted that whilst unlikely, the acoustic signals could be consistent with a damaged ULB. However, it was decided that that an ocean floor sonar search should be performed to fully investigate the detections.


* 8 April 2014 – MarineTraffic assists in search for MH370: AIS Live 

9 April 2014 IHS Maritiem 360: insight following detected pulses

Today’s findings from IHS Maritime’s R+A team…

In response to the pulses picked up by the Chinese search and rescue vessel Hai Xun 01, the British Hydrographic survey vessel HMS Echo has left the area to the north where she was searching the seabed and is heading full speed towards the Hai Xun 01’s position. At 06:00 UTC this morning, she was still over 100 miles away from the Chinese vessel. ADV Ocean Shield continues to monitor in the originally northern area.
The platform supply vessel Seahorse Standard and Malaysian frigate KD Lekiu continue to head towards the North western extremity of the search area, where the Australian frigate HMAS Toowoomba, replenishment ship HMAS Success and the Chinese search and vessel ships Dong Hai Jiu 101 and Nan Hai Jiu 115 continue to scour the area for debris. Also believed to be in this area are Chinese warships, including the destroyer Haikou, landing ship dock Kunlun shan and replenishment ship Qiandaohu, which are not broadcasting on AIS.
Another Australian frigate, HMAS Perth, which left Darwin on 27th March will reach the northern area of the search zone in the next few hours to join the search.

April 9 2014 Floating objects spotted onboard Haixun-01 at 20S 98E

Floating objects spotted in area where Ocean Shield detects signals – ABOARD HAIXUN 01, April 9 2014 12:12:43 (Xinhua) — Multiple floating objects were spotted by patrol aircraft in an area where Australian ship Ocean Shield detected suspicious signals, officials at Chinese patrol ship Haixun 01 said Wednesday.
Haixun 01 is heading to a search zone of about 75,000 square kilometers where the objects were spotted, at about 20 degrees south latitude and 98 degrees east longitude, to assist in the search for the missing Malaysian jet MH370.
Chinese officials aboard Haixun 01 told Xinhua they were informed of the latest sighting of floating objects by Australia’s Joint Agency Coordination Center (JACC) late Tuesday night.
Chinese rescue ship Nanhaijiu 115 and Chinese naval vessel 998 are already working in the search area, they added.

JACC Media Release 10 April 2014 Aircraft and ships reported spotting a large number of objects during yesterday’s search, but only a small number were able to be recovered. None of the recovered items were believed to be associated with MH370

AIS Live 9 April 2014 6:30 UTC  Ship positions:
http://web.archive.org/web/20140409101659im_/http://ihsmaritime.files.wordpress.com/2014/04/west-aus-indian-ocean-060414-0600.jpg?w=730 (See image below)

Position of Search Vessels

AIS Live 9 April 2014 6:30 UTC Ship positions

10 April 2014 possible signal detected by a RAAF AP-3C Orion aircraft (Dismissed by ATSB) 

Media Release: 10 April 2014—pm


RAAF AP 3C Orion aircraft

The Chief Coordinator of the Joint Agency Coordination Centre, Air Chief Marshal Angus Houston (Ret’d), has confirmed that whilst conducting an acoustic search this afternoon a RAAF AP-3C Orion aircraft has detected a possible signal in the vicinity of the Australian Defence Vessel Ocean Shield. “The acoustic data will require further analysis overnight but shows potential of being from a man-made source,” Air Chief Marshal Houston (Ret’d) said. “I will provide a further update if, and when, further information becomes available.” http://jacc.gov.au/media/releases/2014/april/mr016.aspx

Update 11 April 2014: the possible signal detected by a RAAF AP-3C Orion aircraft yesterday afternoon has been determined as not related to an aircraft underwater locator beacon http://jacc.gov.au/media/releases/2014/april/mr018.aspx

AP-3C sonobuoy acoustic search capability

When Australia joined the international effort to locate flight MH-370, the Australian Defence Force and Australian Defence Industry worked together to enhance the search capabilities available to the coordinating authorities. They provided an ability to detect a ULB signal at a range of up to 4,000 m water depth. This capability from an AP-3C aircraft was achieved by deploying sonobuoys at a depth of 300m beneath the ocean surface. One sortie was capable of searching an area of approximately 3,000 km2 . Sonobuoy drops were undertaken from 6-16 April (D30-D40). These sonobuoy drops were in the region of the 7th arc where depths were favourable and specifically in the location of the Ocean Shield and Curtin University hydrophone bearing (see later section) acoustic detections. No acoustic detections considered to be related to ULB transmissions were detected using sonobuoys. http://www.atsb.gov.au/media/5668327/ae2014054_mh370__search_areas_30jul2015.pdf

13 April 2014 Ocean Shield detected an oil slick in the evening of 13 April in her current search area. (Dismissed by ATSB)

A sample of about two litres has been collected and it will be a number of days before it can be landed ashore and conclusively tested. I stress the source of the oil is yet to be determined but the oil slick is approximately 5,500 metres down-wind and down-sea from the vicinity of the detections picked up by the Towed Pinger Locator on Ocean Shield.

Monday 14 April 2014: Press conference
Search for Malaysia Airlines Flight MH370 set to go under water

A number of acoustic detections were made by HMS Echo, the Chinese ship Haixun 01, Australian Defence Vessel Ocean Shield and RAAF Orion aircraft that needed to be analysed. After detailed analysis by the Australian Joint Acoustic Analysis Centre and the Defence Science and Technology Organisation (DSTO), all detections were eventually discounted. On 14 April, Ocean Shield, with an onboard team of civilian contractors supported and funded by the US Navy, deployed the Automated Underwater Vessel Bluefin 21 to conduct a side-scan sonar survey of the ocean floor. In conjunction with DSTO, the RAAF also trialled a modified Orion aircraft with an experimental acoustic processor and modified sonobuoys enabling the aircraft to detect flight data recorder signals underwater.

Ocean floor sonar survey in area of Ocean Shield acoustic detections

Based on the analysis of the acoustic detections on ADV-OS, an underwater sonar survey using an autonomous underwater vehicle (AUV) commenced on 14 April 2014. 30 missions to depths between 3,800 – 5,000 m were completed. The side scan sonar tasking comprising a 10 km radius area around the most promising detection and a 3 km radius area around the other three detections was completed on 28 May. The total area searched during this time was 860 km2 with nil debris or wreckage detected. The ATSB considers that the search in the vicinity of the ADV-OS acoustic detections is complete and the area can now be discounted as the final resting place of MH370.

Further work is being carried out in an attempt to determine the likely source of the ADV-OS acoustic detections.


JACC Updates related to above info

5 April 2014
7 April 2014
7 April 2014 Transcript of JACC Press Conference
9 April 2014 http://jacc.gov.au/media/releases/2014/april/mr014.aspx
9 April 2014 Transcript of JACC Press Conference
10 April 2014 (Large amound of objects)
10 April 2014
11 April 2014 the possible signal detected by a RAAF AP-3C Orion aircraft yesterday afternoon has been determined as not related to an aircraft underwater locator beacon
12 April (Focus on further signal location)
14 April 2014 Transcript of JACC Press Conference
30 April 2014 Search for mh370 to enter new phase
29 May 2014 Update on MH370 Search – Bluefin-21 completed its last mission searching the remaining areas in the vicinity of the acoustic signals detected in early April by the Towed Pinger Locator deployed from ADV Ocean Shield, within its depth operating limit

All JACC Updates 2014

In The News

Ocean Shield pings

* 11 April 2014 Tony Abbott ‘very confident’ signals are from MH370 black boxes – smh.com.au
Malaysia Airlines MH370 ‘ping’ recordings will not be released as doubts grow over their validity 19 May 2014 – News.com.au
Floating objects spotted onboard Haixun-01 at 20S 98E – April 9 2014 – XinhuaNews
JACC Media Release 10 April 2014 Aircraft and ships reported spotting a large number of objects during yesterday’s search, but only a small number were able to be recovered. None of the recovered items were believed to be associated with MH370

Playlist (of related) Press Conferences

Conclusion ATSB:

No debris associated with 9M-MRO was identified either from the surface search, acoustic search or from the ocean floor search in the vicinity of the acoustic detections. The ocean floor search was completed on 28 May 2014.

MH370 – Definition of Underwater Search Areas (Published: 26 June 2014 (updated: 18 August 2014)

The location of the search areas was guided by continuing and innovative analysis by a Joint Investigation Team of the flight and satellite-communications data. This analysis was supplemented by other information provided to ATSB during this period. This included possible underwater locator beacon and hydrophone acoustic detections. An updated version of the report was released on 18 August to clarify a number of technical aspects.

MH370 – Definition of Underwater Search Areas report [Download PDF]

ATSB Reports http://www.atsb.gov.au/mh370-pages/updates/reports/

Drift Models 

CSIRO | Video | A Fact Sheet on the CSIRO drift modelling
GEOMAR | Backwards from La Reunion | GEOMAR Backdrift updated May 2016
Deltares | Video  
UWA Drifter positions 20 July 2015 – Dr. Charitha Pattiaratchi
Adrift | Adrift backwards from La Reunion
A visualization of global forecast by supercomputers: weather conditions, ocean surface current estimates, ocean surface temperatures and anomaly from daily average, ocean waves  http://earth.nullschool.net/#current/wind/surface/level/orthographic=-286.90,-31.67,252

Data Downloads


Data Availability: Latitude: [90 N, -78S ] Longitude: [-180 W, 180E ] Observation dates: 1979/02/15 to 2016/06/30


Global currents and ocean gyres


Malaysia Airlines Flight 370 – Meteorological and oceanographic images >>

More Weather 

Tropical Cyclone 17P (Gillian) | Video http://youtu.be/ZroKyaxSBXY 

8-26 March 2014

Map (left) plotting the track and intensity of the storm according to the Saffir–Simpson hurricane wind scaleSource | Map (right) PDC Global Hazards Atlas displaying 3 hour precipitation accumulation, forecast positions, wind segments for Tropical Cyclone 17P (Gillian) in the Indian Ocean. Here’s a NOAA satellite image of this tropical cyclone. Source 

Severe Tropical Cyclone Gillian was the second most powerful of the 2013–14 Australian region cyclone season and the strongest in the basin in four years. It developed on 8 March, 2014, in the Gulf of Carpentaria offshore northern Australia. It drifted southeastward, moving over northwestern Queensland on 10 March as a weak tropical cyclone, and subsequently turned to the southwest and later to the west. Unfavourable wind shear, land interaction, and dry air prevented much restrengthening, and for several days Gillian was a weak tropical low. The storm moved northward and curved westward around the Top End of northwestern Australia, and subsequently moved across several islands in Indonesia, first Timor on 18 March. On 21 March, Gillian again became a tropical cyclone as it moved away from Indonesia. The next day, it passed just southeast of Christmas Island as an intensifying storm, and subsequently Gillian underwent rapid deepening. On 23 March, the Bureau of Meteorology (BoM) estimated peak 10-minute sustained winds of 205 km/h (125 mph). On the same day, the Joint Typhoon Warning Center (JTWC) estimated peak 1-minute sustained winds of 260 km/h (160 mph), making it a Category 5 on the Saffir–Simpson hurricane wind scale. Increased wind shear caused the cyclone to rapidly weaken, and both BoM and JTWC discontinued advisories on Gillian on 26 March.

The cyclone affected northern Australia with gusty winds and some rainfall, while on the Indonesian island of Java, it produced strong waves. While moving near Christmas Island, Gillian downed thousands of trees and damaged the roof of one of the oldest buildings on the island. Winds gusted to 96 km/h (60 mph), making it the first cyclone to affect Christmas Island in six years. The storm also affected the search for missing Malaysia Airlines Flight 370.

MapSearchArea with overlay of track plotting of Tropical Cyclone 17P (Gillian).PNG

Image by Bookofresearch

– Tropical Cyclone 7P (Gillian) developed on 8 March, 2014, went over the 6th and 7th arc twice before advisories were discontinued on 23 March 2014
– On 24 March 2014 further analysis of the Inmarsat satellite data indicated that MH370 flew south and ended its flight in the southern part of the Indian Ocean.
– The received possible 37.5 MHz ping signals by Hai Xun 01 and large debris field were picked up starting 4 + 5 April 2014, AFTER Tropical Cyclone 7P (Gillian) had passed MH370’s possible flight path.
– Search Area Updates:  (related to the above info)

AMSA Media Releases
AMSA Search Day 1 in SIO started 18 March 2014
On 25 March (Day 8) the Search was suspended due to poor weather.
On 28 March 2014 (Day 11) The Search Area Shifted.

JACC Media Releases (As of 1 April 2014)
On 2 April 2014 (Day 16) Shift SE
On 4 April 2014 (Day 18) Shift NE

 UPDATE: 14 December 2016

Analysis of flight MH370 potential debris trajectories using ocean observations and numerical model results

Journal of Operational Oceanography

Volume 9, 2016 – Issue 2
Pages 126-138 | Received 01 Jun 2016, Accepted 30 Sep 2016, Published online: 16 Nov 2016


Trajectories calculated from- computer-simulations. – illustration: NOAA

Malaysian Airlines flight MH370 disappeared in March 2014. Potential sites of where the plane entered the water are considered within a vast region of the Indian Ocean. They present a methodology to assess the potential crash site based on where airplane debris was found, with an emphasis on the first debris discovery on Reunion Island. This methodology uses the historical dataset of surface drifters and numerical modeling results. Marine debris, depending on its buoyancy, is exposed to varying amounts of wind, and they conducted tests for a suite of different scenarios. The methodology proposed here enables them to generate fields of particle density probability to assess debris trajectories and, therefore, hypothesize on the potential crash site. They provide an estimate of the most likely windage affecting floating debris on its way to Reunion Island by assuming the plane entered the sea in the defined search area. Their results indicate that areas within the Indian Ocean subtropical gyre, including the search area, could be a source of the debris found on Reunion Island. They also identify zones that can be excluded as potential crash sites and provide estimated travel times and probable ashore positions of plane debris through an analysis of the historical surface drifter dataset. Recent discoveries of new debris linked to flight MH370 in Mozambique, South Africa, Mauritius, and Tanzania are consistent with their results and confirm the general westward drift and travel time of debris from the search area.

Source: Journal of Operational Oceanography © 2016 The Author(s). Published by Informa UK Limited, trading as Taylor & Francis Group (Joaquin A. Trinanes, M. Josefina Olascoaga, Gustavo J. Goni, Nikolai A. Maximenko, David A. Griffin & Jan Hafner)

PFD | Interactive PDF

In the news:
Oceanographers offer clues to Malaysian airlines crash – The Guardian 14 Dec 2016

UPDATE: Tuesday 20 December 2016

MH370 First Principles Review and CSIRO reports


Today the Australian Transport Safety Bureau (ATSB) released its report MH370 – First Principles Review and CSIRO’s supporting report The search for MH370 and ocean surface drift.

The First Principles Review report summarises the outcomes of a meeting conducted in November and attended by Australian and international experts in data processing, satellite communications, accident investigation, aircraft performance, flight operations, sonar data, acoustic data and oceanography.

The purpose of the First Principles Review was to reassess and validate existing evidence and to consider any new analysis that may assist in identifying the location of MH370. The CSIRO report, which should be read in conjunction with the ATSB report, was commissioned by the ATSB earlier in 2016 and was considered by the experts attending the First Principles Review.

The experts confirmed their agreement that the analysis of the last two SATCOM transmissions, the likely housed position of the main flaps at impact, and results from the recent flight simulations indicate with high probability that the aircraft lies within 25 NM of the 7th arc that had been derived from analysis of the last satellite communications with the aircraft.

Given the high confidence in the search undertaken to date, the experts agreed that the previously defined indicative underwater area is unlikely to contain the missing aircraft between latitudes 36°S and 39.3°S along the 7th arc.

The experts also agreed that CSIRO’s debris drift modelling results present strong evidence that the aircraft is most likely to be located to the north of the current indicative underwater search area. When considered together with updated flight path modelling, the experts concluded that an unsearched area between latitudes 33°S and 36°S along the 7th arc of approximately 25,000 km², has the highest probability of containing the wreckage of the aircraft.

MH370 disappeared on 8 March 2014 with 239 people on board. Australia, Malaysia and People’s Republic of China have been working together to find the aircraft since that time.

Given the international protocols for aircraft recovery scenarios such as this, Malaysia will continue to take the central role in the determination of any future course of action in the search for MH370.

This report has been provided to the three principal Governments involved in the search effort for their consideration.

Read reports: MH370 – First Principles Review and The search for MH370 and ocean surface drift.

MH370 – First Principles Review.pdf

The search for MH370 and ocean surface drift.pdf


More info

MH370: Latest Updates | Debris Map Events Map | Documentation First days | Overview

Overview of news updates early times @ http://www.bookofresearch.com/MH370.htm
Overview of documented search areas & Updates early days
Overview of documented satellite & debris sightings early days

Overview of Events / Timeline by the Aviation Herald http://avherald.com/h?article=4710c69b
Digitalglobe Image Finder http://browse.digitalglobe.com
Airbus Defence Space Imagery Archives http://terrasar-x-archive.infoterra.de/

NOAA images of Batavia area 31 March 2014

Data Sets

The map below should be seen as a scratch-pad map / visualized documentation, to get an overview of events as they were unfolding  |  Short link to enlarged map: http://tinyurl.com/WhereIsMH370

By Bookofresearch 

I have been asking around for experts willing to look into this  information i’ve provided for research purpose, and the possibility of the ping signal area’s, especially that of Batavia Seamount/Hai Xun 01, being dismissed too soon as flight mh370’s final resting place.



Work of others now looking into this area 


6 thoughts on “#MH370: Looking back into Area 25S 101E (Batavia/HAI XUN 01’s 37.5 kHz Ping Detection’s)

  1. Pingback: #MH370: The Search Continues (Updates: part 3) | Book of Research

  2. Interesting stuff. If you overlay the direct route from KUL to the south pole (this was the most likely destination entered into the nav system if you ask me) you will find that the plane crashed indeed at area 25S 101E. One should look there again.

    Liked by 1 person

  3. Pingback: #MH370: Latest Updates in the search for missing Malaysia Airlines flight MH370 (2) | Book of Research

  4. Pingback: #MH370: Latest Updates in the search for missing Malaysia Airlines flight MH370 - by Book of Research

  5. Pingback: Zeroing in on MH370 – Seventh Arc - by Mike Chillit - 16 October 2016

  6. Pingback: The Botchulism of MH370 – Seventh Arc - by Mike Chillit - 13 October 2016

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