View source for Flight MH370 Timeline/NIO-SIO


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<p>After MH370 turned south toward the southern Indian Ocean the aircraft continued flying until running out of fuel. <br />What we know is limited to data from some satellite communications as shown in this Section</p>

<h2 style="text-align: center;">North Indian Ocean to Southern Indian Ocean</h2>
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<h5 style="text-align: center;">From 2:40 MYT to End of Flight {{Day:1}}<br />
(18:40 UTC {{Day:-001}} to End of Flight)</h5>

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<h5>3. Other Satellite Communications</h5>
<p>After the successful log-on which commenced at 0225:27 MYT there were a series of automated communications, and two unsuccessful [[Communications:Telephone Calls|telephone calls]] from Malaysia Airlines.</p>
<p>Because the SATCOM was logged-on, the ground station periodically communicated with it to check that it was still logged on. These automated transmissions should occur approximately every hour.</p>
<p>However, the two [[Communications:Telephone Calls|telephone calls]] using the satellite system had the effect of resetting the timer at the ground station, so the 'handshakes' initiated by the ground station were not one hour apart.</p>
<p>The Table below shows the sequence of [[Handshakes|handshakes]] and phone calls. The metadata associated with the transmissions for each 'handshake' enabled Investigators to calculate the distance of the aircraft from the satellite at the time of each event. This is shown as a series of concentric rings in the diagram below right. The Time on each ring is UTC.</p>


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     <h5>Table 1.9B - SATCOM ‘Handshakes’ </h5>
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{{Content:SIR Table 1.9B/Updated}}
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<p style="text-align:center"><u>Source</u>: {{SIR2018/FullRef}}</p>
<p>Note: <i>Table 1.9B</i>, when published, showed times rounded to the nearest minute. The above version has been updated to include seconds, so that each time can be linked to the correct event in the Timeline. No other data has been changed. The two versions can be seen together [[Chronology/SATCOM Handshakes|here]].</p>
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        {{Image:ATSB/UnderwaterSearch/Figure 18}}
<p><b>Note</b>: Each yellow arrow points to a 'ring', using the time as a label. The arrow does not indicate the position of MH370 at that time.</p>
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<h5>5. A Possible Flight Path</h5>
<p>There are many variables to consider when defining the time when MH370 turned south. Investigators have worked hard to refine their mathematical models so that they can predict more accurately where the flight ended.</p>
<p>Obviously, we do not know the exact time that a turn commenced. There have been many attempts to reconstruct a flight path using an early turn; a late turn; or some time in-between. Each solution must still place the aircraft on one of the seven arcs at the time of the relevant satellite communication. </p>
<p>An aircraft can also make different types of turn - gentle and level is normal for passenger flights; or steeply banked; maybe with some acceleration through the turn; or a change of altitude. There are many possibilities, including whether the turn was manually controlled or executed by the autopilot.</p>
<p>One of the valid flight paths is shown in the diagram opposite. This one was created by engineers from [[INMARSAT/Folio 7|Inmarsat]] who did the original calculations with the values of Burst Timing Offset and Burst Frequency Offset. Without this innovative analysis of the metadata we would have absolutely no idea where MH370 went after flying beyond Malaysia's military radar coverage.</p>
<p>The flight path shown here is 'indicative' - it represents a likely end-of-flight path in a southerly direction with its' heading changing from 186° to 180° by the end of the flight. See <i>[[INMARSAT/Folio 7|The Search for MH370]]</i> (Inmarsat).</p>
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<p>Note: Although MH370 was close to the northern tip of Sumatra, it likely crossed, or was close to, Indonesian airspace. But there is no radar data from Indonesia.</p>
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        {{Image:Inmarsat/Figure 17}}
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<h3>Search and Rescue</h3>
<p>Annex 12 to the Convention on International Civil Aviation <i>Search and Rescue</i> requires that a [[Aeronautical Rescue Coordination Centre|rescue coordination centre]] (RCC) be established in each search and rescue region; and each rescue coordination centre is to be staffed 24 hours a day by trained personnel.</p>
<p>In addition to the processes and procedures covered by Annex 12, the operation of an RCC is guided by the three volumes of the <i>International Aeronautical and Maritime Search and Rescue Manual</i> (IAMSAR).</p>

<h3>Activation of the Rescue Coordination Centre (Kuala Lumpur)</h3>

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<h3>DETRESFA Message</h3>
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<p>Annex 12 defines three phases of an emergency:-</p>
<p><ul class="ulNormal">
   <li><b>Uncertainty phase</b>. A situation wherein uncertainty exists as to the safety of an aircraft and its occupants.</li>
   <li><b>Alert phase</b>. A situation wherein apprehension exists as to the safety of an aircraft and its occupants.</li>
   <li><b>Distress phase</b>. A situation wherein there is a reasonable certainty that an aircraft and its occupants are threatened by
grave and imminent danger and require immediate assistance.</li>
</ul> </p>
<p>These phases are also referred to by abbreviations: INCERFA, ALERFA and DETRESFA.</p>
<p>By 5:30 am {{Day:1}} when the KL-ARCC was activated, Flight MH370 was clearly in the <i>Distress Phase</i>. Annex 12 Section 5 lists actions to be taken and the known details were communicated to various recipients in a DETRESFA Message.</p>
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<h3>Maritime Operations Centre Notified</h3>

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<h3>Singapore Aircraft Deployed</h3>
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<h3>Malaysian Aircraft Deployed</h3>

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<!-- copied from Timeline/Response/KL ARCC -->




<h3>Other Notifications</h3>
<div class="quote">
<p>Information was also passed to Oil Rig Operators based in the Kota Bharu, Terengganu and Kerteh, on the East coast of Peninsular Malaysia for any possible sighting or reports. This information was also given to helicopters that operate in and out to the oil rig area.</p>
<p>Information was also passed to the Malaysian Control Centre (MCC) for possible reports to police stations (SAR point of contact) throughout the country. The first air SRU to be deployed was RESCUE 101, a Bombardier CL415 from the Malaysian Maritime Enforcement Agency (MMEA). A vessel, KM AMANAH also from the MMEA, was redirected to the Last Known Position (LKP) of MH370 to conduct a search.</p>
<p class="caption-center"><u>Source</u>: <i>MH370 Search and Rescue Operations and Lesson Learnt</i></p>
</div> <!-- End quote -->



<h3>Joint Investigation Team Convened</h3>
<div class="quote">
<p>Joint Investigation Team (JIT) based in Malaysia comprising experts and specialist from Malaysia, China, USA, UK and France, and other senior government and academic sources.</p>
<p class="caption-center"><u>Source</u>: <i>MH370 Search and Rescue Operations and Lesson Learnt</i></p>
</div> <!-- end quote -->
<p>The JIT subsequently provided technical advice which informed the selection of search areas.</p>
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<h3>KL-ARCC Informed of Possible Air Turn-back</h3>

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<p>Malaysia Airlines focus was on the families of passengers and crew. However, although Malaysia Airlines was supportive it was beyond their capability. </p>
<p>The Government of Malaysia formed a High Level Team, but even that was overwhelmed by the negative responses in China. The Government Team, led  Hishammuddin Hussein, Minister of Defence and Acting Minister of Transport took over the daily Briefings. </p>
<p>A summary of actions taken by Malaysia Airlines in response to the loss of MH370 is listed below:-</p>
<ul class="ulNormal">
     <li>attempted to contact next of kin before releasing passenger manifest </li>
     <li>engaged a disaster recovery management specialist from Atlanta, USA  </li>
    <li>deployed a team of 94 caregivers consisting of well-trained staff and also Tzu Chi Foundation</li>
     <li>sent a team to Beijing </li>
   <li>established a Family Communication and Support Centre (FCSC) in Beijing and six other provinces in China. These were closed on [[MH370News:2015/Day 417|28 April 2015]].</li>
     <li>commenced financial assistance </li>
     <li>set up operations centres in both Kuala Lumpur and Beijing, to care for the families of the crew members and passengers. "MAS has allocated each family a caregiver, who will be on 24hours duty. They have sent more than 100 staff and caregivers to Beijing.  The airline gives daily briefings to the families. They provide counselling sessions. And they contact families that have elected not to come to Malaysia between two and three times a day."
 </li>
</ul>


<p style="text-align: center">For a continuation of Malaysia Airlines news please refer to the Media Statements from [[MH370News:2014/Day 002|{{Day:2}}]] onwards.</p>
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<h3>Continued in article [[Timeline/Search|Search Timeline]].</h3>
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