A NEW Trace! The FULL MH370 Story...So Far.

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- How can a Boeing 777, one of the biggest

and most modern aircraft in the world,

just vanish without a trace?

It can't.

Everything lost leaves a trace.

- And a Malaysia Airlines flight with 239 people on board--

- MH370. - Flight 370.

- Flight MH370... (indistinct)

- Stay back!

- There are mysteries in the world

and then there is the story of MH370.

This is a story so full of questions and theories

that it's almost impossible to tell it

without resorting to pure speculation.

This is the reason I have refrained

from covering it up until now.

But since at the time of this video's release

it's gone 10 years since 239 people

disappeared without a trace,

I've decided to make an exception.

This story is created with one goal and one goal only,

and that is to persuade the authorities

to restart the search for the missing Boeing 777.

And with that, hopefully also provide some closure

to the families, some of which I've been

in contact with before making this video.

I will, today, share with you new potential evidence

based partially on a technology

that has been enhanced and refined over the last few years,

to the point where it now possibly can provide new clues

o where this aircraft finally ended up.

This is the story of Malaysian Airlines Flight 370,

as far as we know it.

- [MH370 Captain] Good night, Malaysia 370.

On the 7th of March, 2014, a crew from Malaysian Airlines

checked in for a night duty which was to take them

from Kuala Lumpur International Airport

in Malaysia up to Beijing International in China.

Except for the late start time,

it was supposed to be a quite nice duty

with a calculated flight time

of only five hours and 34 minutes,

meaning that they would eventually

be finished in Beijing around mid-morning the following day.

The captain of the flight arrived first and signed in

at the Malaysian Airlines crew room at local time 22:50.

He was then followed by his colleague,

the first officer, around 25 minutes later.

This was planned as a training flight for the first officer,

since he was completing a transition type course

over from the Airbus A330 to the Boeing 777,

which they would be flying on this flight.

The training had gone really well up until this point,

and if everything went fine on this flight,

he would be recommended for final line check

by the captain for the following duty.

Having said that, this was the first time

that these two pilots were planned to fly together,

which might explain why the captain

had turned up a little bit earlier.

You see, it's pretty common for us instructors to do so

if we need to review someone's training file,

for example, before the flight

to check out if there's any areas

that might require special attention.

In any case, once the first officer

had also signed in, the two pilots proceeded

by going through the pre-flight briefing,

which from what they could see looked pretty straightforward.

The weather in Kuala Lumpur was generally nice and dominated

by a sub-tropical high pressure centered over Thailand,

and the weather at their destination, Beijing,

also looked quite good from what they could see.

The only potential issue was

that about two-thirds down the route,

they would be passing through a pretty strong jet stream

with high winds, which could cause a bit of turbulence,

but apart from that, it was looking pretty straightforward.

With that in mind, and no NOTAMs affecting

the flight either, the pilots then turned

their attention to the flight plan.

There were two alternates listed for Beijing,

and taking into consideration both of these,

the pilots decided on a final fuel of 49,100 kilos,

which was in line with the expected amount for this flight,

neither substantially more nor less than required.

This fuel would give the aircraft an approximate endurance

of seven hours and 31 minutes, around two hours longer

than the anticipated flight time,

and that will, of course, become very important in this story.

So who were the pilots

that were going to be in charge of this flight then?

Well, the captain was a 53-year-old

with a 33-year great track record in Malaysia Airlines.

He was married with three children,

and on his spare time, he was involved

in a local opposition party, helped deliver groceries

to elderly, and tinker with some home electronics.

He had also started a YouTube channel,

which by the way is still there,

where he showed how to mend certain home appliances,

and also, crucially, where he showed off his home simulator,

which he had built to be able to practice his trade at home.

This simulator would later be investigated thoroughly.

It had been erased weeks before the flight,

but the investigator still found

some manually-entered waypoints of interest

in a backup memory, but without it proving

to be anything conclusive.

In any case, the captain had stable finances,

no known illnesses, and was regarded as a solid,

reliable member of his community.

In terms of his aviation career,

it had started when he was accepted

into a sponsored program for Malaysian Airlines

already back in 1981.

He completed his licenses,

and then started flying for them back in 1983.

He then worked his way up the ranks, starting

on the Fokker F27, and then the 737-200,

Airbus A300, and finally,

he got his first command on the Fokker 50.

This was then followed by command on the 737 -400,

and the Airbus A330,

until actually on my birthday,line:1 the 22nd of September 1998,

he received his command on the Boeing 777,

which he then continued to operate

until the day of this flight.

His good track record and seniority eventually gave him

the opportunity to also become a type-rating instructor,

as well as an examiner on this type,

and it was in this capacity that he was going

to operate Malaysian Airlines Flight 370 on this evening.

He had a total experience of just over 18,400 hours,

and 8,659 of those had been flown on the Boeing 777.

The first officer was 27 years old and single.

He had also been accepted into the airline as a cadet pilot,

started in 2008, and he had been flying initially

on the Boeing 737-400.

He had then changed over to the Airbus A330 fleet in 2012,

and then on to the Boeing 777 in November 2013,

just a few months before this flight,

and this was obviously why he was still in training.

He had a total experience of just over 2,800 hours,

and very little, only 39 hours on the type.

There is not much more mentioned about the first officer

in the final report, except that he was known

as a nice person with stable economy

and no recent major changes in his life.

Now, given the vast difference in experience,

seniority, and the fact that this was a training flight,

it can be easily assumed that the power gradient

in the cockpit would have been quite steep,

but nothing indicated any personal issues

between these two colleagues.

Both of them had also received more than the required rest

before the flight, and their licenses

and medicals were all up to date.

When the pilots had completed

their pre-flight preparation and training briefing,

they walked over to their 10 cabin crew members

that they were scheduled to operate together with.

This was a vastly experienced crew,

with the most junior attendant having flown for 13 years,

and the most senior, over 35 years.

So the briefing would have been pretty quick and efficient.

After they were finished, they all walked together

out to the aircraft that was being prepared

for them by the ground crew outside.

It was a majestic Boeing 777-200ER,

equipped with two Rolls Royce Trent 892B turbofan engines,

and it was in perfect working condition

according to the tech log.

The only point of interest was that

the flight crew oxygen cylinder had been topped up

just prior to the flight, but this was a routine maintenance thing.

Now, there are numerous systems aboard

this aircraft that will become important for this story,

and in order to explain it, I will have to become

quite technical in some places,

but also that's kind of what we do here on the channel.

Anyway, the two pilots had decided

that the first officer was going

to be pilot flying for this flight,

meaning that he immediately started completing

the pre-flight preparation

as soon as he arrived to the cockpit.

This included inputting flight information,

like the flight number and the airline info

into the FMC CDU, which he did at time 23:56:08.

Now, you might wonder how we can know that so exactly,

and this has to do with a system

that will play an incredibly important role here,

the Aircraft Communications Addressing and Reporting System,

more commonly referred to as ACARS.

This is a digital data link system,

which connects data providers on the ground

directly to the aircraft via either VHF

or satellite communications.

It enables people on the ground

to send things like updated weather,

flight plans and even make calls

or send messages directly to the aircraft when it's airborne.

And the part of this system which is going

to be most important here

is the satellite communications or SATCOM system.

The ACARS system booted up and established a link

through the SATCOM at time 23:54.

And about one minute and 20 seconds later, it captured

the first officer's inputs as I just mentioned before.

This showed that the system worked fine

in the beginning of this flight, and it's worth noting here

that the system uses two different satellite antennas,

depending on if the aircraft's

navigation system is working or not.

Remember that.

Anyway, as the first officer was working away

in the cockpit, he soon received an ACARS message

containing something known as a NOTOC.

Frequent viewers of this channel will know that this stands

for notification to captain, and is normally sent out

if the aircraft will be carrying dangerous goods.

In this case, there were actually no dangerous goods on board,

just some special load being loaded,

consisting of several tons of mangosteens

which apparently had a tendency to leak juice and water

and therefore, had to be checked closely.

The NOTOC message confirmed that the cargo had been checked

and that it wasn't leaking, but what it didn't say

was that there were also nearly two and a half tons

of lithium ion batteries loaded on board.

But these batteries were individually packaged

and stored in such a way that they

were not considered dangerous goods,

and they have therefore been ruled out

as a possible cause for what's about to happen.

Eventually, the captain returned from his walk-around,

and together with his colleague, they completed the rest

of the preflight preparations and briefings.

At time 23:25, the first officer called up Kuala Lumpur delivery

to request their departure clearance.

The delivery controller told them that they were clear

to follow the PIBOS-1A departure

from Runway 32R and initially climbed

to 6,000 feet with transponder code 2157.

This was read back by the first officer

and less than two minutes later,

Malaysia 370 also requested push and start,

which was almost immediately approved.

After the pushback, the aircraft received its taxi clearance

and then started taxiing out

towards runway 32 Right through the dark Malaysian night.

And for anyone watching the aircraft,

everything looked completely normal,

but this was going to be the last time

anyone saw this aircraft with their own eyes.

So what about the passengers then?

Well, there were 227 passengers on board,

coming from 14 different nations.

153 were from China, making those the largest group,

followed by 50 from Malaysia and seven from Indonesia.

Two of those passengers were later found to have been flying

on stolen passports and they were identified

as Iranians, who were most likely looking

for refugee status and were not considered a threat.

None of the other passengers raised any type of suspicion,

and this means that in total, there were 239 passengers

and crew on board when the giant Boeing 777 lined up

on runway 32R and started spooling up its engines.

And I'll tell you all about what happened next,

right after this...

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At 40 minutes and 37 seconds past midnight

on the 8th of March, Kuala Lumpur tower

cleared Malaysian Airlines flight 370 for takeoff.

The first officer was at the controls

at this point and had therefore,

handed over the radio to the captain and after the engines

were stabilized, he pushed

the TO/GA buttons and the aircraft

started accelerating down the runway.

At 42 minutes past midnight,

the SATCOM system recorded that the aircraft was airborne

and it then continued to transmit

the aircraft's identification codes

together with all of the other normal data

and this just showed that everything

was completely normal at that stage.

The procedures in Kuala Lumpur was for the pilots

to automatically switch over to the departure frequency

after takeoff so that's exactly what the captain now also did.

Once he called up and identified himself

the departure controller told them

to cancel the standard instrument departure

and instead proceed direct towards a waypoint called IGARI

and continue the climb to flight level 180.

It's pretty common that controllers

give clearances like this especially at night

when there's typically less traffic

and therefore easier to give these kind of directs.

The captain just read back the clearance

and then selected IGARI as the active waypoint in the FMC.

The first officer would have then verified it,

told him to execute the routing

and then selected flight level 180 in the mode control panel

for the captain to verify just like they

would have done thousands of times before.

At this stage of the flight,

everything was still completely normal

and when you listen to the ATC tapes,

the voice level of the captain

is completely relaxed and routine.

The aircraft continued its climb

towards IGARI and they were eventually changed over

to the next frequency, Lumpur Radar on 132.6.

This was going to be the controller looking after them

until they reached IGARI

and the FIR boundary towards Vietnam.

The captain read back this handover more or less exactly

as he should by confirming the new frequency

and giving his call sign, again sounding completely normal.

When he called up the new area controller,

he was told that they could continue

their climb to flight level 250 which he also read back

and only three minutes later, they received further clearance

to climb to the requested cruise level, flight level 350.

As flight 370 progressed up towards the northeast,

they were still fully visible on radar

for all involved ATC units.

And here, it's probably a good time

to start explaining a bit about radars in general.

There are two different types of radar

to keep in mind for this episode:

primary radar, which is also referred to as raw radar

and secondary radar.

Under normal circumstances,

commercial air traffic always uses both of them

but the secondary radar is what gives

the majority of the information.

It is dependent on a small radio transmitter

known as a transponder on board the aircraft

and this transponder will be identified

by a four-letter numerical code

with numbers from zero to seven.

Remember that was the code

that the first officer received earlier

as part of the departure clearance.

Now there are two transponders on board the aircraft

and the active one will,

when it's activated by the pilots,

send air traffic control loads of information like position,

altitude, speed and even MCP selections in some cases.

The transponders also communicate

with other traffic and therefore enables TCAS maneuvering.

And it's these transponders that makes apps

like FlightRadar24 work since anyone can pick up

the ADS-B signals that they transmit.

But the key thing to remember here

is that the transponders are on board the aircraft

and without them functioning, secondary radar will not work

and neither will those websites or TCAS.

And this brings us to the primary radar

which is an invention that has been with us

for a very long time by now.

In this essence, it works on a simple idea

of sending out a radio pulse and then measuring any waves

that might hit a target and then bounce back to the receiver.

The direction those returning waves are then coming from

will give a bearing towards the target.

Obviously, this technology has become much more refined

since it was first invented, making it much more complex

but you get the general idea.

This type of radar can be used to see things

that are not transmitting any information voluntarily

and is therefore often used by the military.

But given the nature of shortwave radio signals,

this type of radar has a quite limited range

and cannot accurately track altitude and speed very well,

something that will become important soon.

At one minute and 14 seconds past one in the morning

the captain of Malaysian Flight 370,

called up the Lumpur Area controller

to advise him that they were now level at flight level 350.

This was acknowledged by the controller

but this was not a necessary call to make by the captain.

It was more of a courtesy thing.

But you could still hear from the sound of his voice

that he was relaxed when he made this call

from the way that his intonation

kind of dropped towards the end.

And it's from here on that I have a feeling

that we can see the first indication

of something being slightly out of order.

Now I want to make it absolutely clear

that nothing in the final report

has highlighted that whatever happened

started as early as here

but I personally reacted to something

that was just briefly mentioned in the report.

You see, about seven minutes after the captain called in

that they were level at flight level 350,

he called up again and reported the very same thing.

In the report, this was highlighted as anomalous

but the experts didn't think

that it was worth paying any attention to but I disagree.

You see, we pilots tend to make these extra calls

for two different reasons.

The first is that we hav just simply forgotten about it

and therefore, call again just to be on the safe side

but like I said earlier, this was not a mandatory call to make.

The other reason we do it is because we've been away

from the frequency for a while maybe because we have

been fiddling with the radios or turned down the volume

or something else, and we just want to make sure

that ATC hasn't tried to call us while we were gone.

You see if we make that call again

and ATC just responds, "Roger" or something similar,

well then we know that they haven't been trying to call us

because if they would have,

they would now repeat any other messages

that they had previously tried to send.

So with that in mind, there were seven minutes

between the first call and the second call

which means that something might have happened

to take the captain away from the radio between those calls.

The other thing that I reacted to

was the tone of voice of the captain

when he made that second call.

Again, the experts in the report

said that they couldn't detect any stress

in the voice from the recordings

but what I am hearing is a clear difference in pitch

between the first and the second call.

In the first, the captain sounds relaxed

with a clear dropping intonation towards the end

and in the second, he just sounds busy,

like he's working on something

at the same time that he's making that call.

This, the sound of workload,

is something that I often hear in the simulator

as well as when I'm doing training in the aircraft

and that's why I reacted to it when I heard it.

Anyway, as expected the controller just responded with...

Now, this doesn't have to mean anything and I don't want

to speculate any further on this detail

but I thought it was worth to highlight,

given what's soon about to happen.

So the aircraft continued its cleared track up towards IGARI

and within minutes of that last call from the captain,

the ACARS sent out its last complete routine message

via SATCOM down to the ground station.

After this, there would be a complete silence

from the aircraft SATCOM for almost one hour and 17 minutes.

This detail is super important because it tells us a lot

about what likely happened in the cockpit

but I'll get back to that soon.

At time 01:19:24, the Lumpur Area controller

instructed Malaysian Airlines Flight 370

to contact Ho Chi Minh control on frequency 120.9.

This happened about one minute

before the aircraft flew past IGARI,

so they were still technically in Malaysian airspace

but would soon pass into Vietnam.

And this is where the very last radio transmission occurred

from Flight 370 with the captain simply answering...

Now for some people,

that might have sounded like an ominous farewell

but what I heard was once again someone who was busy,

so busy in fact that he didn't complete the readback correctly.

Like I mentioned before, all frequencies we are given

must always be read back to avoid mistakes

but that was not done in this call.

In any case, now things started happening very quickly.

Five seconds after the aircraft flew past IGARI

the Mode S functionality of the transponder,

that was the part that gives

that extra information was suddenly switched off.

Now the only way to switch off only that

is to turn the transponder knob

in the cockpit from TA/RA to the altitude-off position.

A technical malfunction would have removed

all signals completely and immediately

but in this case, it took another 37 seconds

for the secondary radar return to completely disappear

and as it did, the aircraft abruptly

stopped following the planned route.

We know this because the primary radar recorded a turn

and what it registered was that after the initial right turn

towards a point called BITOD, the aircraft now started

a sharp, almost 180-degree left turn instead.

Now Boeing tried to replicate this turn in the simulator

but weren't able to match up

the turn and the timings perfectly.

The only simulation that got close

included a manually-flown turn,

meaning that the autopilot must have been disconnected.

And why is that you might ask?

Well, the autopilot will only allow certain bank angles

and this turn was so tight that a much steeper bank

must have been used, at least, partially throughout the turn

in order to accomplish it.

The only reasonable conclusion that can be drawn from this

is that someone had now started interfering

with the flight's trajectory on purpose.

The timing and position of where all of this took place

also looks far from random.

IGARI was the point just before the FIR boundary

between Malaysia and Vietnam which meant

that the controller from a new country

would now be taking over the responsibility for the flight.

The Malaysian controller which formerly still had

the responsibility had handed the aircraft over

and therefore, probably didn't monitor it too closely.

And the new Ho Chi Minh controller would likely wait

until the aircraft called him up

before starting to pay much attention to it

which is also exactly what now happened.

Given this, it was the perfect place

to initiate this maneuver

if the intention was to try to avoid detection.

And now you might ask why disengage the autopilot?

Why not just complete the turn?

Well, just to the north of IGARI, Thailand has something known

as an Air Defense Identification Zone

which on a high level chart,

shows up as two dotted parallel purple lines.

As the name suggests, the Thai military

would be monitoring any traffic entering

into that zone and follow it up

unless it was properly identified,

had a working transponder and followed a filed flight plan.

By carefully avoiding that zone, whoever was now in control

would also avoid any direct scrutiny from the Thai military

and given the direction the aircraft was now turning,

it's likely that anyone looking at the primary radar would assume

that the aircraft was just diverting

still under Malaysian control.

This turn would also position the aircraft

between that Thai ADIZ and Airway M765,

which would avoid any opposite traffic.

This shows us that whoever was now in control

was likely very well versed with the airspace structure

over this particular area

and that this was likely very carefully planned out.

After the U-turn was finished,

the aircraft continued in a semi-straight line

down towards the southwest and a VOR beacon known

as Victor Papa Golf near Penang in Malaysia.

The track showed small deviations consistent

with an aircraft being flown manually and not on autopilot.

Now since these radar echoes were only captured

on raw radar, it was impossible

to get any reliable speed or altitude data from them.

It is possible that the aircraft descended slightly

during this segment maybe to gain a higher true air speed

as it was overflying Malaysia.

This theory was further corroborated

by the fact that a Celcom mobile mast on the island of Penang

briefly detected a mobile phone signal

which was later confirmed

to have come from the first office's phone.

Those type of signals generally have

a very limited vertical range,

maximum around 30,000 feet and often much lower than that

but given that atmospheric conditions

have huge impact on the range,

it's very hard to speculate here.

But since turning off the mobile phone

is a checklist item in most airlines this could indicate

that the first officer was trying to communicate here

but no call signals ever came through

and the signal was only detected for a very short while.

But what is really intriguing during this segment

of the flight is another system

that we have already talked about a little bit

which is the SATCOM system.

You see the SATCOM sends out regular interrogations every hour

if no other information is being transmitted.

And when the ground base station tried

to uplink an ACARS message

at time three minutes past two in the morning,

it didn't receive any acknowledgement

back from the aircraft SATCOM.

So what does that mean then?

Well if the ACARS system was just switched off or failed,

the link would still take place.

It would just communicate the fact that ACARS wasn't working.

And if the system was manually logged off from the cockpit,

this would also be shown in that log.

And because none of that happened,

the most likely reason for this SATCOM loss

was a power failure to the system itself.

Now this system can be powered

from several different electrical buses

and from most of the aircraft's redundant power sources

so this fact has led some

incredibly-experienced Boeing 777 pilots