The disappearance of MH370 and the scale of the search for the aircraft is unprecedented inS. 137
commercial aviation history. The aircraft continued to fly for almost six hours after the last time its
positon was positively fixed at the northern tip of Sumatra by the surveillance systems operating
on the night. Whether or not the loss of MH370 was the result of deliberate action by one or more
individuals, or the result of a series of unforeseen events or technical failures, it is almost
inconceivable and certainly societally unacceptable in this modern aviation age with 10 million
passengers boarding commercial aircraft every day, for a large commercial aircraft to be lost and
for the families of those on board not to know with certainty what became of the aircraft nor those
on board.
Compared with secondary surveillanceS. 142
radar, these systems have reduced coverage, cannot positively identify an aircraft, and provide
significantly degraded location and speed information.
The track following the initial left turn off the planned route was towards Penang, from there the aircraftDeswegen war man sich damals auch relativ sicher, das Flugzeug gefunden zu haben.
appeared to follow air routes to the 19:12Z position. The use of stored waypoints in the aircraft Flight
Management System (FMS) suggests that the navigation was carried out using the Automatic Flight
Control System (AFCS) in the lateral navigation mode. When the aircraft departed LAGOG the next
major waypoint to the south was COCOS, which could be linked to the M641 air route. This would have
taken the aircraft towards Perth. Once this route was set it would need no further input from the pilot for
the aircraft to maintain altitude and route using the AFCS and auto throttle system. The fuel endurance
would depend on the indicated airspeed selected and the flight level flown. This process allowed a
possible fixed point to be identified where both engines had flamed out at the 7th handshake. This would
have been where the air route centreline crossed the 7th arc.
The aircraft passed close to the point identified as 19:12ZS. 18
It could be assumed the specimens analysed here were quite young,S. 14
perhaps less than one month, considering that some of the scuta we analysed would
have been part of much larger capitula, but not more than~ 20mm.
The constituents of sediment found on Items 2 to 5 match the location at which the items wereWarum keine Hinweise auf Herkunft aus kalten Regionen?
recovered and were comprised natural and loose aircraft material.
Macrofaunal analyses of Items 2 and 3 showed that these aircraft pieces were colonized with
opportunistic and cosmopolitan species originating from the tropical Indo-Pacific Ocean. No
evidence of cool or cold-temperate molluscs or annelids was found.
This report provides a review of the sediment found on aircraft pieces recovered from Daghatane Beach,Auch interessant:
Mozambique (Item 2), Mozambique Channel (Item 3), Mossel Bay (Item 4) and Rodrigues Island, Mauritius
(Item 5). For consistency, the four pieces are labelled as Right wing No. 7 Flap Track Fairing (Item 2), Right
Horizontal stabiliser panel piece (Item 3), Engine Nose Cowl (Item 4) and Door R1 Stowage Closet (Item 5).
No material was observed that would indicate a source distal to the location from which the aircraft
pieces were found.
Identified mollusc species on Item 3 suggest that the item originated from, or picked up,S. 24
macrofauna from the tropical Indo-Pacific Ocean. Most mollusc specimens found were
recently dead or long-dead and possibly lodged into the item at the location where the item
was found. Based on the species assemblage, the only taxon that could be significant in
determining the oceanic waters that the aircraft piece had been in was Petaloconchus
renisectus. This specimen is estimated to be 8-12 months old and has a distribution that
spans the tropical Indo-Pacific Ocean.
• From the species assemblage recovered and identified, there is no evidence of any cool- or
cold-temperate mollusc or annelid in these samples that might suggest the aircraft pieces had
been in the cold waters of the Southern Indian Ocean.
• One third of the identified molluscs on Item 3 are sufficiently opportunistic to grow on floating
debris, and represent juveniles at approximately two months old.
This mollusc from the family Vermetidae is estimated to beDie isotopische Analyse des Farbaufstrichs hat nur ergeben, dass die Teile wohl von der gleichen Quelle kommen.
8–12 months old and is a species whose distribution encompasses the tropical Indo-Pacific Ocean. It
is believed to have been living attached to the aircraft part prior to beaching at the discovery site
because it has remnants of encrusting bryozoans on the under-surface consistent with those fouling
the aircraft debris. Being a tropical species, it provides the only macrofaunal evidence that the debris
had been in tropical waters at some early stage in its drift.
From the species identified on Item 3, there is no evidence of any cool- or cold-temperate mollusc or
annelid that might suggest the aircraft debris had been in the cold waters of the Southern Indian
Ocean. However, this does not rule out the possibility that the pieces did not travel through the
Southern Indian Ocean, only that no species were retained on the piece after collection from
Mozambique.
Original anzeigen (0,4 MB)1. The signals received at HA01 and RCS are from the same acoustic event, but theApp. H, S. 26
source of the signals is unrelated to MH370.
This seems the most likely explanation as the characteristics of the received signals
are similar to those of some natural events. The origin of these events is not certain,
but they are thought to be of natural seismic origin. Events from this particular
direction are not particularly common, but do occur. An analysis of five years of
historical data from HA01 that was available to the authors indicated that over that
period there was an average of about one event per day from this direction.
earliest possible impact time (00:19:49 UTC - north-western triangle), at the latest possibleSollten die Signale doch vom 7. Bogen stammen, würde die Zeit nicht mehr passen.
impact time (00:51:00 UTC - south-eastern triangle)
Damit wird der Flug mit Autopilot nach Abschalten des Transponders positiv bestätigt.Anaximander schrieb am 03.10.2017:Radar data shows the aircraft then headed to the northwest, eventually aligning with published air
route N571 from IFR waypoint VAMPI. The validity of this section of the radar data was verified
using the track of a commercial flight that followed N571 about 33 NM behind MH370.
