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Thursday, 23 February 2017

Plane Disappeared!??...Malaysia Airline MH370 -- 2014...!

Malaysia Airlines MH370

Occurrence summary
9M-MRO, the aircraft that disappeared, photographed in 2011
Date	8 March 2014
Summary	Cause Unknown, search halted since 17 January 2017
Site	Southern Indian Ocean (presumed)
Passengers	227
Crew	12
Fatalities	239 (all)
Survivors	0
Aircraft type	Boeing 777-200ER
Operator	Malaysia Airlines
Registration	9M-MRO
Flight origin	Kuala Lumpur International Airport, Kuala Lumpur, Malaysia
Destination	Beijing Capital International Airport, Beijing, China

Malaysia Airlines Flight 370 (MH370/MAS370) was a scheduled international passenger flight that disappeared on 8 March 2014 while flying from Kuala Lumpur International Airport, Malaysia, to Beijing Capital International Airport in China. The aircraft, a Boeing 777-200ER operated by Malaysia Airlines, last made voice contact with air traffic control at 01:19 MYT, 8 March (17:19 UTC, 7 March) when it was over the South China Sea, less than an hour after takeoff. The aircraft disappeared from air traffic controllers' radar screens at 01:22 MYT. Malaysian military radar continued to track the aircraft as it deviated westwards from its planned flight path and crossed the Malay Peninsula. It left the range of Malaysian military radar at 02:22 while over the Andaman Sea, 200 nautical miles (370 km) north-west of Penang in north-western Malaysia. The aircraft was carrying 12 Malaysian crew members and 227 passengers from 15 nations.

The multinational search effort for the aircraft is the largest and most expensive in aviation history. The search began in the Gulf of Thailand and the South China Sea, where the aircraft's signal was last detected on secondary surveillance radar, and was soon extended to the Strait of Malacca and Andaman Sea. Analysis of satellite communications between the aircraft and Inmarsat's satellite communications network concluded that the flight continued until at least 08:19 and flew south into the southern Indian Ocean, although the precise location cannot be determined. Australia took charge of the search on 17 March when the search moved to the southern Indian Ocean. On 24 March, the Malaysian government noted that the final location determined by the satellite communication is far from any possible landing sites, and concluded that "Flight MH370 ended in the southern Indian Ocean." From October 2014 through January 2017, a comprehensive survey of 120,000 km² (46,000 sq mi) of sea floor about 1,800 km (1,100 mi) south-west of Perth, Western Australia, yielded no evidence of the aircraft. Several pieces of marine debris found on the coast of Africa and on Indian Ocean islands off the coast of Africa, the first discovered on 29 July 2015 on Réunion, have been confirmed as pieces of Flight 370. However, the bulk of the aircraft has still not been located, prompting many theories about its disappearance.

Malaysia established the Joint Investigation Team (JIT) to investigate the incident, working with foreign aviation authorities and experts. Neither the crew nor the aircraft's communication systems relayed a distress signal, indications of bad weather, or technical problems before the aircraft vanished. Two passengers travelling on stolen passports were investigated, but eliminated as suspects. Malaysian police have identified the captain as the prime suspect if human intervention was the cause of the disappearance, after clearing all others on the flight of suspicious motives. Power was lost to the aircraft's satellite data unit (SDU) at some point between 01:07 and 02:03; the SDU logged onto Inmarsat's satellite communication network at 02:25—three minutes after the aircraft left the range of radar. Based on analysis of the satellite communications, the aircraft turned south after passing north of Sumatra and the flight continued for five hours with little deviation in its track, ending when its fuel was exhausted.

With the presumed loss of all on board, Flight 370 is the second deadliest incident involving a Boeing 777 and the second deadliest incident in Malaysia Airlines' history, behind Flight 17 in both categories. Malaysia Airlines was struggling financially, a problem that was exacerbated by a decline in ticket sales after the disappearance of Flight 370 and the crash of Flight 17; the airline was re-nationalised by the end of 2014. The Malaysian government received significant criticism, especially from China, for failing to disclose information promptly during the early weeks of the search. Flight 370's disappearance brought to public attention the limits of aircraft tracking and flight recorders, including several issues raised four years earlier—but never mandated—following the loss of Air France Flight 447. In response to Flight 370's disappearance, the International Civil Aviation Organization (ICAO) adopted new standards for aircraft position reporting over open ocean, extended recording time for cockpit voice recorders, and, from 2020, will require new aircraft designs to have a means to recover the flight recorders, or the information they contain, before the recorders sink below water.

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Plane Disappeared!??...Varig Flight Boeing 707-323C...!

Varig Flight Boeing 707-323C

Incident summary
A Varig Boeing 707-379C similar to the one involved in the accident
Date	30 January 1979
Summary	Disappearance
Site	Pacific Ocean, 200 km (110 nmi; 120 mi) ENE of Tokyo, Japan
Passengers	0
Crew	6
Fatalities	6
Survivors	0
Aircraft type	Boeing 707-323C
Operator	Varig
Registration	PP-VLU
Flight origin	Narita International Airport (NRT/RJAA), Tokyo, Japan
Stopover	Los Angeles International Airport (LAX/KLAX), Los Angeles, United States
Destination	Rio de Janeiro–Galeão International Airport (GIG/SBGL), Rio de Janeiro, Brazil

Varig Flight 967 was an international cargo flight from Narita International Airport to Rio de Janeiro–Galeão International Airport. On 30 January 1979 the Boeing 707-323C cargo aircraft of disappeared en route from Narita International Airport, in Tokyo, to Galeão International Airport, in Rio de Janeiro, with a stopover in Los Angeles International Airport. Neither the aircraft nor the six crew members have been found.

Background

Aircraft

The aircraft involved was a Boeing 707-323C, construction number 19235, line number 519, delivered new to American Airlines under registration N7562A on 31 August 1966, and sold to Varig and delivered as PP-VLU on 28 March 1974. The jet was powered by four Pratt & Whitney JT3D-3B engines.

Flight Crew

Captain Gilberto Araújo da Silva, 49, First Officer Erni Peixoto Mylius, 45, Second Officers Antonio Brasileiro da Silva Neto, 39, Evan Braga Saunders, 37, Flight Engineers José Severino Gusmão de Araújo, 42, and Nicola Exposito, 40, were the members of flight crew. In 1973, Captain Araújo da Silva was in charge of flight RG 820, a Boeing 707 carrying 134 people which crash-landed near Orly Airport, in Paris, with 123 fatalities. In 1979, at the time of disappearance, he had more than 23,000 hours logged.

Accident

On 30 January 1979, the Boeing 707-323C registered PP-VLU disappeared en route from Narita International Airport to Rio de Janeiro–Galeão International Airport. The cargo aircraft, operated by Varig, lost radio contact 30 minutes after takeoff, approximately 200 km ENE of Tokyo. Notably, the cargo included 53 paintings by Manabu Mabe, returning from a Tokyo exhibition, valued at US$1.24 million. Neither the wreck nor the paintings were ever found.

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Plane Disappeared!??...Pan America Flight 7...!

Pan Am Flight 7


Accident summary
A Pan Am Stratocruiser identical to Flight 7.
Date	November 8, 1957
Summary	Crash, wreckage disappearance
Site	Pacific Ocean 29.433°N 143.567°W
Passengers	36
Crew	8
Fatalities	44 (all)
Survivors	0
Aircraft type	Boeing 377 Stratocruiser 10-29
Aircraft name	Clipper Romance Of The Skies
Operator	Pan American World Airways
Registration	N90944

Pan Am Flight 7, registration N90944, Clipper Romance Of The Skies, was an around-the-world flight originating in San Francisco that flew westbound with several planned stops, ultimately scheduled to arrive in Philadelphia. On the morning of November 8, 1957 the aircraft, a Boeing 377 Stratocruiser, departed San Francisco on its first leg to Honolulu, Territory of Hawaii at 11:51am PST. Last contact with the aircraft consisted of a routine radio transmission between the pilot in command and a US Coast Guard cutter performing radar surveillance duty at Ocean Station November located at the approximate halfway point between the mainland and Oahu. The flight never arrived in Hawaii.

Crash And Recovery

The New York Times reported on November 9, 1957: "The Coast Guard sent out a search plane to look for the airliner, which carried 36 passengers and a crew of eight. The Coast Guard also alerted crews of two cutters to be ready to take part in the search. United Press International (UPI) reported that submarines USS Cusk and USS Carbonero were the closest vessels to the point where the plane was last reported and were diverted to the search. The last radio report from the plane came when Capt. G. H. Brown made a routine check."

The search response grew in size until it was reported to be the largest deployed in peace time since the failed search for Amelia Earhart. On November 14 the U.S. Navy aircraft carrier USS Philippine Sea spotted bodies and small pieces of wreckage identified as coming from the missing aircraft floating on the ocean.

Fifteen bodies, most of them with life jackets from the lost airliner, 'Romance of the Skies,' were picked up today in the Pacific Ocean 955 miles northeast of Honolulu. The aircraft carrier Philippine Sea reported that the recoveries had been made in a 33-square-mile area of scattered debris. All of the bodies were shoeless and had external injuries and multiple fractures, the carrier's report said. The Philippine Sea said she had a flotilla of small boats recovering and delivering bodies and bits of debris to her decks.

— The New York Times, November 15, 1957

Toxicology results performed under the auspices of the Los Angeles County Coroner's Office showed higher than normal levels of carbon monoxide in a few of the sets of recovered remains that suggested, but did not prove, that carbon monoxide poisoning may have been a factor in the crash.

The definitive cause of the accident has never been determined.

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British South American Airways...2nd Plane Disappeared!??

Star Ariel Disappearance--1949

Accident summary
An Avro Tudor Mk.IVB Super Trader similar to the aircraft that disappeared
Date	17 January 1949
Summary	Disappearance
Site	Atlantic Ocean
Passengers	13
Crew	7
Fatalities	20
Injuries (non-fatal)	0
Survivors	0
Aircraft type	Avro 688 Tudor Mark IV
Aircraft name	Star Ariel
Operator	British South American Airways (BSAA)
Registration	G-AGRE
Flight origin	Bermuda
Destination	Kingston, Jamaica

Star Ariel (registration G-AGRE) was an Avro Tudor Mark IVB passenger aircraft owned and operated by British South American Airways (BSAA) which disappeared without a trace over the Atlantic Ocean while on a flight between Bermuda and Kingston, Jamaica on 17 January 1949. The loss of the aircraft along with that of BSAA Avro Tudor Star Tiger in January 1948 remain unsolved to this day, with the resulting speculation helping to develop the Bermuda Triangle legend.

Background

British South American Airways (BSAA) was an airline created by former World War II pilots in an effort to provide service on the previously untapped South American trade and passenger routes. Originally named British Latin American Air Lines (BLAIR) it was split off from the British Overseas Airways Corporation to operate their South Atlantic routes. It commenced transatlantic services in March 1946, with a BSAA plane making the first operational flight from London's Heathrow Airport. The airline operated mostly Avro aircraft: Yorks, Lancastrians and Tudors, and flew to Bermuda, the West Indies and the western coast of South America.

Loss

The Star Ariel was one of three enlarged and improved versions of the Avro Tudor, designated Mark IVs. On 17 January 1949 the Star Ariel was awaiting flight instructions at Kindley Field, Bermuda, with no passengers. BSAA Tudor G-AHNK Star Lion meanwhile suffered an engine failure on approach to Bermuda, landing without incident. Star Ariel was promptly pressed into service to take G-AHNK's passengers on to their destination of Kingston, Jamaica.

Star Ariel took off at 08:41 with 7 crew and 13 passengers. Weather conditions were excellent, and her pilot, Captain John Clutha McPhee (formerly RNZAF), decided on a high-altitude flight to take advantage of it. About an hour into the flight McPhee contacted Kingston by radio:

"I DEPARTED FROM KINDLEY FIELD AT 8:41 A.M. HOURS. MY ETA AT KINGSTON 2:10 P.M. HOURS. I AM FLYING IN GOOD VISIBILITY AT 18,000 FT. I FLEW OVER 150 MILES SOUTH OF KINDLEY FIELD AT 9:32 HRS. MY ETA AT 30° N IS 9:37 HRS. WILL YOU ACCEPT CONTROL?"

And then at 09:42:

"I WAS OVER 30° N AT 9:37 I AM CHANGING FREQUENCY TO MRX."

No more messages were received from Star Ariel and Kingston finally reported her overdue.

Search

The search for the Star Ariel began with another Tudor IV, G-AHNJ Star Panther. She had earlier landed at Nassau, and now refuelled and took off at 15:25 to fly out to Star Ariel's route, bisect it, and follow it back to Bermuda. Another aircraft took off from Bermuda, flew 500 mi (800 km), then did a 10 mi (16 km) lattice search all the way back. A US Navy task force headed by the battleship USS Missouri and including the aircraft carriers USS Kearsarge and USS Leyte assisted in the search, which expanded to dozens of ships and several planes over the next few days.

By 19 January the search had been broadened to an area of 55,000 sq mi (140,000 km²) southwest of Bermuda. USAF Major Keith Cloe, who had been put in charge, said that the search would be continued until 22 January and extended if any reports of debris were received. The search was finally abandoned on 23 January, with aircraft from Kindley Field having flown over 1,000,000 mi (1,600,000 km). No sign of debris, oil slicks, or wreckage had been found.

Investigation

A representative of the Chief Inspector of Accidents left for Bermuda on 18 January 1949.

It was revealed that there had been no bad weather, none of the weather reports indicating any abnormal conditions, and the chance of any marked clear air turbulence was almost nil. There were no clouds above 10,000 ft (3,000 m) over the whole of the aircraft's route.

However, although the weather was good, the day in question had suffered communication problems ranging from static to poor reception to complete blackouts lasting as much as 10 minutes which came and went, selectively affecting certain planes calling certain stations from different angles. The communication problem lasted almost exactly the entire time the Star Ariel would have been in flight, finally lifting around 13:07.

This was investigated, along with McPhee's switch over to Kingston frequency which was considered early, as he was still close to Bermuda at the time. It was considered possible that a distress transmission on that frequency might not have been heard, given the aircraft's distance from Kingston.

However, a BSAA representative in Kingston observed:It would appear that the aircraft should have made firm contact with MRX before requesting permission from Bermuda to change frequency. This was obviously not done as MRX never worked G-AGRE on this frequency at all. In addition I am convinced that G-AGRE did not ever transmit on this frequency of 6523 kc/s. even if Bermuda did give authority to change frequency which they could quite readily have done. This latter opinion is based on the fact that not only was MRX in Jamaica listening out on 6523 kc/s. but so also were New York, Miami, Nassau, Havana, and Bilbao and, so far as we are aware and from what definite information we have, none of these stations ever heard from G-AGRE on 6523 kc/s. Whilst it may have been possible for us not to hear G-AGRE owing to the bad reception Palisadoes [Kingston Aerodrome] was experiencing at the time of the requested QSY [change of frequency], it would seem most improbable for similar conditions to obtain with all those other stations listening out on that frequency.

Conclusion

On 21 December 1949 the report of the inquiry was issued by the Chief Inspector of Accidents, Air Commodore Vernon Brown, CB, OBE, MA, FRAeS. In it he stated that "through lack of evidence due to no wreckage having been found, the cause of the accident is unknown."

Brown said that there was no evidence of defect in, or failure of, any part of the aircraft before its departure from Bermuda. The all-up weight and the centre of gravity were within the prescribed limits; a daily inspection had been carried out; the pilot was experienced on the route; the radio officer was very experienced and also experienced on the route; good radio communications had been maintained with the aircraft up to and including reception of its last message; there were no weather complications, and a study of the weather reports have no reason to believe that the accident was caused by meteorological conditions. There was also no evidence of sabotage, though Brown said that the possibility of such could not be entirely eliminated.

It was accepted that radio communications were poor during the early afternoon and worsened between 16:00 and 17:00, but Brown said it seemed strange that no attempt was made by BSAA staff at Kingston to find out whether anything had been heard of the aircraft until 2 hours 28 minutes after its last radio transmission. Kingston also did not attempt to establish contact with the aircraft until 17:10 or inquire as to whether it had made contact with Nassau or New York or any other radio station.

Aftermath

As a result of the loss, BSAA withdrew all five of their remaining Tudor IVs from service until each had been examined. The company faced problems in maintaining its services, since it was difficult to find aircraft of sufficient range, and considered chartering Avro Lancastrians.

Don Bennett, who had been fired by BSAA in 1948 when he objected to a judicial investigation into the loss of the Star Tiger, later claimed that both the Star Tiger and Star Ariel had been sabotaged and that "a known war-registered saboteur" had been seen near the Star Tiger shortly before its last takeoff. He also claimed that Prime Minister Clement Attlee had ordered all enquiries into the incidents to be abandoned.

The Tudor IV aircraft were converted to freight use, but Bennett had two restored to passenger use, and one of these, G-AKBY Star Girl, crashed near Cardiff in March 1950 with the loss of 80 lives, at that time the worst air accident in Britain. An enquiry found incorrect loading to be the cause.

A 2009 theory is that a poor design of a cabin heater could have contributed to the plane's loss.