ATC radio and secondary radar
Document
The last voice call and the loss of transponder returns near IGARI. These fix the moment civil control lost the flight.
Evidence quality is strong for a diversion and a southern-ocean ending, and weak for a wreck site or a reason.
What survives is good enough to reject a simple South China Sea ditching and not good enough to name a person or a mechanism.
Exhibits
Malaysian military primary radar
Archive
A reconstructed westbound and later southbound track. Released in briefed form, it is the reason the peninsula crossing entered the official story.
Inmarsat handshake data
Technical
Hourly satellite pings and burst-frequency-offset analysis that produced the southern arc. Reviewed by an international working group; still not a seabed photograph.
Réunion flaperon and later debris
Physical
Fragments identified as from 9M-MRO, beginning with the July 2015 Réunion find. They prove Indian Ocean entry, not a precise crash latitude.
ATSB search reports
Inquiry
The planning and negative result of the 120,000-square-kilometre survey. Absence of a wreck in that box is itself a fact.
Malaysian Annex 13 report, 2018
Document
The safety investigation’s final narrative. Cause undetermined. No hidden verdict is in the published text.
How strong is the record?
Location of the wreck22
A southern-ocean corridor and drift studies; no certified airframe.
Proof the aircraft left the route88
Radar reconstructions and satellite handshakes agree on a diversion.
Cause of the diversion12
The 2018 report could not determine who acted or why.
Debris identification70
The flaperon and several later pieces are accepted as 9M-MRO.
The strongest evidence names a corridor and a few fragments. It does not name a cause.
Public-record encyclopedia. Not legal advice. Not a how-to. Graphic detail is withheld. Wars belong in a separate atlas.