At a glance
Surface and underwater searches ran first in the South China Sea and the Strait of Malacca, then, after the 24 March announcement, in a vast box west of Australia. The ATSB-led seabed survey covered about 120,000 square kilometres. It found no 777. A 2018 Malaysian safety report recorded the known facts, the debris identifications and the absence of a cause.
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Malaysia Airlines Flight 370 · paras 2
Inmarsat’s ground station kept receiving automated handshakes from the aircraft’s satellite data unit for hours after the last voice call. Burst-frequency-offset analysis, later reviewed by the ATSB and by an international working group, produced the southern-arc end-of-flight estimate that moved the search from the South China Sea to the southern Indian Ocean.
Malaysia Airlines Flight 370 · paras 1
Surface and underwater searches ran first in the South China Sea and the Strait of Malacca, then, after the 24 March announcement, in a vast box west of Australia. The ATSB-led seabed survey covered about 120,000 square kilometres. It found no 777. A 2018 Malaysian safety report recorded the known facts, the debris identifications and the absence of a cause.
Malaysia Airlines Flight 370 · paras 2
The Réunion flaperon, confirmed by French judicial authorities in September 2015, and later pieces examined in Australia and elsewhere, proved that at least part of 9M-MRO reached the western Indian Ocean. Drift studies then tried to back-calculate a crash latitude. Those studies narrowed arguments; they did not replace a locator beacon or a wreck photograph.
Malaysia Airlines Flight 370 · paras 1
The official investigation found that the aircraft’s turn off route was consistent with manual inputs and that some communications systems stopped sending. It did not establish who acted, whether hypoxia or another onboard event occurred, or where the aircraft struck the water. Passenger and crew names are on the manifest; suspicion aimed at the flight deck in public debate is not a finding in the 2018 report.
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The Réunion flaperon, confirmed by French judicial authorities in September 2015, and later pieces examined in Australia and elsewhere, proved that at least part of 9M-MRO reached the western Indian Ocean. Drift studies then tried to back-calculate a crash latitude. Those studies narrowed arguments; they did not replace a locator beacon or a wreck photograph.
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This is a reading check for the atlas, not personal advice, a live price, or a booking. It does not replace the full topic page.
Where is the longer entry?
The official investigation found that the aircraft’s turn off route was consistent with manual inputs and that some communications systems stopped sending. It did not establish who acted, whether hypoxia or another onboard event occurred, or where the aircraft struck the water. Passenger and crew names are on the manifest; suspicion aimed at the flight deck in public debate is not a finding in the 2018 report.
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