Ocean Infinity presented a new MH370 underwater search proposal to Anthony Loke, the Malaysian Minister of Transport in Kuala Lumpur on 2nd May 2024. Anthony Loke said that based on discussions held on Thursday, the company had submitted a proposal paper along with evidence and information for examination by the relevant parties under his ministry.
Josh Broussard, the Chief Technology Officer, of Ocean Infinity led the team making the presentation, together with their Commercial Manager.
Pete Foley, the former ATSB search director, also attended the meeting in Malaysia. Pete has been campaigning for a new search for several years and is advising Ocean Infinity on the new search.
Prof. Simon Maskell, from Liverpool University, is a scientific advisor to Ocean Infinity and was also in attendance at the meeting. Simon leads a team investigating the possibility of using WSPR to detect and track aircraft. Simon plans to add the WSPR data to the particle filter developed by the Australian Defence Science and Technology Group (DSTG) described in their book titled “Bayesian Methods in the Search for MH370” in order to refine the new MH370 search area.
The new search for MH370 is expected to start in November 2024. Anthony Loke said the whole process of examining the new proposal, including cabinet approval would take about three months. Two representatives of the Association for Families of the Passengers and Crew on board MH370 also attended the meeting. The Association welcomed the new proposal and thanked everyone involved.
@All,
An evening addition today on Avionic Software from Airline News with Geoffrey Thomas, who is in Paris, France:
https://www.youtube.com/watch?v=f2UOE8_DzBw
We have discussed viewers comments and questions on technology used in modern aircraft. Many have expressed concerns about computers and the software, that are used in avionic systems.
Has technology taken over from the pilot? Are aircraft over-engineered with too much technology? Can software bugs be missed in testing and only occur later during aircraft operations? Does technology make flying safer? Can software glitches cause an aircraft crash?
There are many questions that the flying public have about the aviation safety track record as aircraft use more and more technology.
Today, we take a look behind the scenes at avionic software, the computer brain of a modern aircraft.
The bottom line is that avionic software is getting better all the time.
Flying is getting safer all the time.
The Boeing 787 has made around 5 million flights with a total of around 40 million flying hours.
With no hull-loss accidents attributed to software failures, the goal of less than one catastrophic system failure in a billion flying hours has been achieved so far. UNLESS … the cause of the Air India crash is attributed to a software failure …
The Airbus A320 aircraft family likely holds the record for the most flying hours without a hull loss attributed to a software failure at around 150 million flying hours.
@All,
FlightRadar24 published the ADS-B data from the Air India flight AIC171 that crashed on 12th June 2025, shortly after take off.
Here is a link to an Excel spreadsheet that contains the 8 data points whilst the aircraft was airborne. There are 43 data points whilst on the ground from the gate to a holding point to enter the runway.
https://www.dropbox.com/scl/fi/eck3903wmx3j5yp0buyts/AI171_Positions_Altitude_Flightradar24-Data-Analysis.xlsx?rlkey=7w5gpqudii8zi5dibl8b5g18v&dl=0
Here is table showing the 8 data points in the air:
https://www.dropbox.com/scl/fi/nltw2krukjf73qmltkdny/AI171_Positions_Altitude_Flightradar24-Flight-Data-Analysis.png?rlkey=4mxp1eytb9e73hoe8vhl4t4ap&dl=0
The sequence of 8 data points last 4.3 seconds. The aircraft covers a horizontal distance of 397.8 m on a track of 223.7 °T at an average speed of 179.0 knots and ROC of +694 fpm.
FlightRadar24 shows the last point at a Barometric Altitude of 625 feet AMSL based on ISA standard air pressure of 1013.25 hPa, Ground Speed of 174 knots, Vertical Speed of 896 fpm and Track of 223°. The GPS Altitude is N/A, but I estimate the True Altitude AGL as 500 feet:
https://www.dropbox.com/scl/fi/gkviu0qb1b5evvadc1xg3/FlightRadar24-Flight-AIC171-Barometric-Altitude-625-feet-GPS-Altitude-N-A.png?rlkey=r3k4fo4nfc8lnjljid1svko0o&dl=0
The position of the 8 data points can be seen in the following Google Earth Map:
https://www.dropbox.com/scl/fi/5o6eie7nh6crsqsxf61qc/Google-Earth-End-of-the-Runway-23.066084-N-72.622550-E-76-m-249-feet.png?rlkey=xc5ldj557da05b7306lq28i4h&dl=0
The runway elevation is 180 feet at the end of the runway as shown in the Aerodrome Obstacle Chart:
https://www.dropbox.com/scl/fi/k7c7s9tfncm6wjse6wl44/Aerodrome-Obstacle-Chart-Runway-23-Take-Off.png?rlkey=yuhzei3ljnpgu7224tt863ci4&dl=0
The surface temperature, air pressure and wind strength and direction are shown for the crash flight and other previous flights of the same aircraft VT-ANB on the same route AMD to LGW on other dates:
https://www.dropbox.com/scl/fi/n4t3t919mkwssmecdpj2b/GE-Map-AMD-to-LGW-Flights-Augmented-Data.png?rlkey=qrnouy9806qi1dr9a37rkenlh&dl=0
@All,
There has been a lot of talk in social media about the cause of the crash of Air India being the toilets leaking into the electronics bay.
Boeing issued an Alert Requirements Bulletin on 6th March 2024. Here is a summary of that Alert:
https://www.dropbox.com/scl/fi/r8t1wfe5e78w8x8j3b62b/Boeing-Alert-Requirements-Bulletin-B787-81205-SB530085-00-Summary.png?rlkey=5pk32bhdp4epxaikww30rwlc2&dl=0
You can download the full text as a .pdf (73 pages) here:
https://www.dropbox.com/scl/fi/5xfwrwa4uuya6immjguzc/Boeing-Alert-Requirements-Bulletin-B787-81205-SB530085-00-RB-FUSELAGE-Section-41-and-46-Floor-Panels-and-Seat-Track-Sealant-and-Tape-Application.pdf?rlkey=t6oh5kq7q4x2sh93i9lhx0eye&dl=0
You will see that the phrase “before next flight” is used 10 times in the full text.
This Boeing Alert was recently issued as a FAA Airworthiness Directive FAA-AD-2025-06-18 with an effective date of 18th June 2025:
https://www.dropbox.com/scl/fi/efxuovyxqj70hcm1ivh0d/FAA-AD-2025-06-18-Water-Leakage-into-Elecronics-Equipment-Bay.pdf?rlkey=p7lik9i64ad95kw09w14ae9h2&dl=0
Maybe. At rotation. Nose up water flooded into the. Wires or electronics at that point causing a bad signal shutting down thrust
@Denny G,
Welcome to the blog!
You may well be right. If water leaks into the Electronic Equipment bay, it could cause a catastrophic electrical failure.
When the pressure at sea level QNH 1001.1 hPa is less than standard pressure 1013.25 hPa the reference for Flight Level is below sea level, so when the pressure altitude eg; 635 ft is measured with respect to mean sea level it must be less that when measured with respect to the standard pressure reference.
Using a simple model, ignoring the effect of temperature, the correction required is (1013.25 – 1001.1) x 30 = 364.50 ft which must subtracted from the pressure altitude 625 ft resulting 260.5 AMSL. With the airport elevation of 189 ft, this correspond to 71.5 ft AGL.
@christopher robinson (Chris),
Welcome to the blog!
The reference for flight levels is always 1013.25 hPa, but this is not a physical altitude “below sea level” when QNH is lower than standard.
Flight levels are pressure-based altitudes, not geometric altitudes.
When QNH is less than 1013.25, the actual altitude corresponding to a given pressure level is higher, not lower, than expected.
Approximate Altitude Correction
ΔP = 1013.25 – 1001.1 = 12.15 hPa.
Approximate altitude correction: 12.15 × 30 ft/hPa = +364.5 ft.
You add this correction to pressure altitude to get true altitude above MSL, not subtract.
“With the airport elevation of 189 ft, this corresponds to 71.5 ft AGL”
Since the corrected altitude should be ~989.5 ft AMSL, then AGL = 989.5 ft – 189 ft = 800.5 ft, not 71.5 ft.
Improved Altitude Correction
A better calculation accounts for temperature difference:
TA = PA x (Tactual / Tstandard)
Where
TA is True Altitude.
PA is Pressure Altitude.
Tactual is Actual Temperature in Kelvin.
Tstandard is International Standard Atmosphere Temperature in Kelvin.
°K = °C + 273.15
Tactual = 38.9 °C = 38.9 + 273.15 = 312.05 °K.
Tstandard at 625 feet = 13.75 °C = 13.75 + 271.15 = 286.9 °K.
TA = 625 x 312.05 / 286.9 = 680 feet AMSL = 500 feet AGL.
The end of the runway has an elevation of 180 feet.
Please see the Indian Airport Authority – Aerodrome Obstacle Chart:
https://www.dropbox.com/scl/fi/k7c7s9tfncm6wjse6wl44/Aerodrome-Obstacle-Chart-Runway-23-Take-Off.png?rlkey=yuhzei3ljnpgu7224tt863ci4&dl=0
@christopher robinson (Chris)
@Richard Godfrey
I have been doing some number crunching and have come up with a slightly different answer.
I’m not claiming perfection, but I calculate the maximum altitude acheived AGL was only about 303 feet.
This is 1.54 wing spans of a B787, which, to my eyes, seems to be about right as seen in the video showing the takeoff and initial climb to the point where it leveled (before descending).
Convoluted workings as below.
ISA/SL conditions are pressure (QNE) = 1013.25hPa and temperature 15.0°C = 288.15°K and density = 1.22500kg/m^3
A Runway at 180ft geometric AMSL in ISA conditions should be:
pressure (QFE/ISA) 1006.68hPa and temperature = 14.793°C = 287.943°K and density = 1.21856kg/m^3
Actual Runway temperature was NOT ISA – it was = 38.9°C = 312.05°K.
Which is (38.9 – 14.793) = 24.107°C = (312.05 – 287.943) = 24.107°K.
In other words, takeoff conditions for the runway elevation was ISA +24.107°C
If one assumes standard adiabatic lapse rate conditions pertain, then this temperature difference of ISA plus 24.107°C is equivalent to a sea level temperature of 39.107°C = 312.257°K at the standard sea level ISA pressure of 1013.25hPa.
The equivalent density at sea level is thus only 1.13043kg/m^3 which is 0.09457kg/m^3 below the standard sea level density of 1.22500kg/m^3, in other words, only 92.59595918367 percent of standard density.
If we assume that standard lapse rates pertain for temperature, density and pressure, and by using the QNH of 1001.10hPa, we can calculate the presumed actual runway pressure (ie QFE) to be (1001.10 x 0.9259595918367) = 926.977739hPa. (Just for interest, this is equivalent to a density altitude of about 2,442 ft in ISA conditions).
However, what we want to acheive, is to calculate the actual geometric altitude of the aircraft above runway level when the ADSB data reported 625 ft.
For the aircraft to report 625 ft (since it is calibrated to ISA), it would have “transmitted” of 1006.68hPa at lift off at 180 ft geometric altitude AMSL, and it must have actually “transmitted” an ADSB pressure of 990.573hPa.
The difference is (1006.68 – 990.573) = 16.107hPa which is 483.215 feet.
Since the runway height above sea level is 180 feet, the maximum height the aircraft acheived above runway level was (483.215 – 180.000) = 303.215 feet.
The wingspan of a B787 is 197 feet, so the maximum altitude above ground level was therefore about 1.54 wing spans, which, to my eyes, seems to be about right as seen in the video showing the takeoff and initial climb to the point where it leveled (before descending).
(Tool: https://www.digitaldutch.com/atmoscalc/index.htm)
@ventus45,
Many thanks! A much more accurate calculation.
I still thin the calcucation is not accurate. It shows pressures at 180 ft and 625 ft (standard) and calculates from the difference the altitude above sea level (30 feet( hPa). Just imagine the plane is above an airport not 180 ft but 600 ft high. Then the same calculation would yield a pressure difference of 0.18 hPa and a height about ground of 5 feet – 620 feet = – 615 feet (negative).
Following a simple calculation based on pressure altitude (standard 1013,25) and local QNH (in hPa):
true altitude = pressure altitude (625 ft) + (QNH-1013.25)*30 ft
true altitude = 261 ft.
altitude over ground = 89 ft.
Temperature correction yields a slightly higher altitude, so we get roughly 100 ft.
The ADS-B sequence starts at 50 ft and ends at 100 ft. above ground, lasting only 4 seconds. The video shows 12 seconds from lift off to peak. peak is about 60 m / 200 ft. Possible as there was more time after the 4s-Sequence.
For confirmation, I watched a number of departures at that airport today, luckily also with QNH 1001 hPa. Three landings (on ground) showed pressure altitude 500 ft, 500 ft and 525 ft. One start showed 525 ft when rolling. A second start was even a 787-8. 525 ft. at a distance of 1000 m from the end of the runway and 1000 ft at the end.
I think some of your conclusions are not correct. Just to cite one:
“If we assume that standard lapse rates pertain for temperature, density and pressure, and by using the QNH of 1001.10hPa, we can calculate the presumed actual runway pressure (ie QFE) to be (1001.10 x 0.9259595918367) = 926.977739hPa. (Just for interest, this is equivalent to a density altitude of about 2,442 ft in ISA conditions).”
As a consequence, the local pressure is only about 93% of the QNH if tempature is about 40 °C, because air density drops accordingly.
Thus it is recommended to to crosscheck this with real data. Just now (6:00 UTC) related data from Doha (near sea level):
T = 41°C
QNH = 995 hPa
QFF= 997 hPa
QFE= 996 hPa
You will find similarities between QNH, QFF and QFE at many locations near sea level, including both hot and cold regions.
@Klaus Högerl,
Welcome to the blog!
I have checked the calculation provided by @ventus45 and the real data from Ahmedabad on the 12th June 2025 at the time of the flight and it all aligns.
In the analysis I published yesterday, I include the source of the 21 data items (ADS-B, NOAA, IAA, GE) and clearly state whether each item is a published data point, observation, calculation or generally accepted assumption.
Ahmedabad Airport runway is between 180 feet and 189 feet Above Mean Sea Level according to a survey done in 2012 by the Indian Airports Authority.
https://www.dropbox.com/scl/fi/k7c7s9tfncm6wjse6wl44/Aerodrome-Obstacle-Chart-Runway-23-Take-Off.png?rlkey=yuhzei3ljnpgu7224tt863ci4&dl=0
“When QNH is less than 1013.25, the actual altitude corresponding to a given pressure level is higher, not lower, than expected.”
No.
In low pressure regions the altitude as measured by Flight Level remains the same but the corresponding but the height above is level is lower.
The FR24 ADS-B data provides altitude with respect to standard pressure to obtain the altitude AMSL the correct should be subtracted. And then the elevation of the airfield taken into account to obtain height agl.
Consider the case where an aircraft is flying at FL001 with QNH 1013.25 hPa. Hence it is at 1,000 ft AMSL.
If it flies into an area with QNH 1014.25 hPa it will be flying at FL001 but the height will have increased to 1,030 ft AMSL
Similarly,if it flies into an area with QNH 1012.25 hPa , it will still be flying at FL001, but the height will have decreased to 970 ft AMSL.
@christopher robinson,
My apologies, my original statement was not correct and I was sloppy.
The question remains what altitude did flight AIC171 achieve AGL?
What is your opinion?
@All,
Based on the true altitude calculation of 303.215 feet AGL by @ventus45, here is a link to a possible scenario which aligns with the ADS-B, NOAA, IAA and GE data:
https://www.dropbox.com/scl/fi/fyhpsziglznxb0toover9/Air-India-AIC171-Possible-Crash-Scenario.pdf?rlkey=cbgduprts0mxd9i3erx03forl&dl=0
The aircraft was not overloaded, nor even near maximum take off weight (MTOW).
This was not a dual flame out, as the aircraft would have crashed 324 m from the last ADS-B data point at a barometric altitude of 625 feet AMSL.
The crash site was 1,620 m from the last ADS-B data point at a barometric altitude of 625 feet AMSL.
It was a single engine flame out, with the other engine operating at reduced thrust.
The descent configuration is assumed to be gear down, flaps 5 and RAT deployed, which all produces significant drag.
An over rotation on take off is possible.
A manual deployment of the RAT is possible.
The descent took 18.0 seconds from 303.2 feet according to the video evidence.
This would be much faster with a higher aircraft weight or overloaded aircraft.
The take off weight (TOW) is assumed to be 195,310 kg, which would result in a descent of 17.6 seconds.
@All,
Here is a link to a crash scenario analysis of the Air India flight AIC171 on 12th June 2025:
https://www.dropbox.com/scl/fi/a9hhzvtqetl12x9juhnts/Air-India-AIC171-Take-Off-Initial-Climb-and-Glide-Descent.pdf?rlkey=h054uzj2n6r7qez8wd0gioijg&dl=0
I have divided the analysis into 3 phases:
1. The take-off roll from brake release or take-off thrust application to rotation.
2. The initial climb to the highest point reached, which may have been just after the last ADS-B data point.
3. The descent from the highest point to the crash.
We have ADS-B data just after take off, we have the Aerodrome Chart from the Indian Airports Authority, we have the environmental data from the US NOAA for Ahmedabad Airport at the time of the short flight, we have data from the Boeing Aircraft Flight Manual and from General Electric for the GEnx-1B67 engines.
We know how many people were on board and how much fuel was required for the flight to London Gatwick. We do not know how much cargo was on board, but we know the maximum allowed take-off weight for the Boeing 787-8 given the runway length, slope and the dry surface condition of the runway.
Speculation that the pilot did not taxi down to the runway start and tried to do a short take-off is false.
Speculation that the aircraft was overweight or overloaded is false. The take off weight meets the regulatory requirements.
Speculation that this was a simultaneous dual flame out, like the US Airways flight 1549, the miracle on the Hudson River, is false.
It is not possible to assign or presume blame to the pilots, the operator or the manufacturers at this stage of the investigation.
On the contrary, at this stage it appears that the pilots, the operator Air India and the manufacturers Boeing and GE were all acting professionally and competently.
@All,
A new episode today on the Air India AIC171 crash from Airline News with Geoffrey Thomas:
https://www.youtube.com/watch?v=7NIN_2Is5O8
We present and discuss the crash scenario analysis posted above.
@All,
Here is a link to an analysis of the take-off video of Air India AIC171.
The movie steps through at 1 second intervals:
https://www.dropbox.com/scl/fi/grg0wn4dkt6mj2qhzst8g/Air-India-AIC171-Video-Analysis.mov?rlkey=j3rw5rjnuj5s85vy9rywa6zgx&dl=0
The pdf is better, you have to download it and then step through it at your own pace forwards and backwards, as you wish:
https://www.dropbox.com/scl/fi/fwuca1j942rp9ek6rco9v/Air-India-AIC171-Video-Analysis.pdf?rlkey=dsvp7vzrjlvrowl2yvzliz486&dl=0
It is obvious just after take-off that the aircraft heads to right but then crabs or side slips to the left.
The pilot is struggling to keep the wings level and the angle of attack right.
This appears to be a result of intermittent thrust, enough to get airborne, but then not enough to maintain altitude.
Richard- I wonder if the “dust” could possibly be fuel spray perhaps from the jettison ports for some unknown reason such as over-pressure relief? The “dust” does seem to fall to the ground (probably not smoke). Does seem to be both wings.
the aircraft travelled from Dekhi to Ahemadabad only couple of hours. Is this info has any bearing on the assessment sofar?
@sceptic1,
Welcome to the blog!
We have analysed all previous flights of the aircraft VT-ANB for the 12 months prior to the crash.
There are no obvious concerns about the aircraft that arise from the analysis of previous flights.
@All,
A new episode today on the Air India AIC171 crash from Airline News with Geoffrey Thomas:
https://www.youtube.com/watch?v=r1UWrRniDOA
We show a screenshot where the right wing is down.
https://www.dropbox.com/scl/fi/g3rrqfyhag6uz2odvu8zq/Air-India-AIC171-Video-Analysis-Wings-Not-Level-Right-Wing-Down.png?rlkey=4zl1q6qxip6y3jj7qlkximuw2&dl=0
But moments later, in another screenshot the left wing is down.
https://www.dropbox.com/scl/fi/7g18w0mhy39u1fn3fytiz/Air-India-AIC171-Video-Analysis-Wings-Not-Level-Left-Wing-Down.png?rlkey=gkwmklvd77c931h0u1i2yudpx&dl=0
The pilot maintained the wings level initially, but then appears to be struggling to keep the wings level as the aircraft starts descending.
This appears to be a result of intermittent thrust, enough to get airborne, but then not enough to maintain altitude.
@All,
A new episode today on the disappearance of MH370 from Airline News with Geoffrey Thomas and Blaine Gibson:
https://www.youtube.com/watch?v=RuGn9ZPyYJA
There are currently no search activities in the Southern Indian Ocean because of the inclement weather at this time of year.
The sailing vessel Enigma is heading for Fremantle, Australia currently from the MH370 search area in 3.3 m (10.8 feet) and running downwind with a 26 knot wind. That is very exciting sailing, but not the conditions to be handling AUVs and ROVs even with moon pools on the aft deck.
Blaine gives an update on the MH370 search, the search area as defined by UWA and WSPR, the debris found and the next search planned for November 2025.
We are also analysing new ACARS data and are proposing a project using AI technology to analyse high resolution satellite imagery.
@All,
More possible scenarios on the Air India flight 171 with Geoffrey Thomas:
VIDEO ANALYSIS
https://www.youtube.com/watch?v=r1UWrRniDOA
EYE WITNESS
https://www.youtube.com/watch?v=DLgj-xVENnw
FACTS & THEORIES
https://www.youtube.com/watch?v=a9yNgQovAZA
LOW SPEED?
https://www.youtube.com/watch?v=yCOJ7SiRud4
FUEL & ELECTRICS FACTORS
https://www.youtube.com/watch?v=lO1oBuualG0
Hi Richard, we have just published a report on the decoding of Malaysian ATC radar data with an accompaining video. We have obtained access to the data capture and will soon publish it on our website. Some might argue that this is already available data.
In fact, this is new data, although we believe the data published in 2018 and 2009 come from the same authentic dataset.
A careful reading of the detailed report will clearly illustrate the new features of what we call the “ATC-Caption-2025” dataset.
In summary:
1- Mr. Trise extracted all relevant information down to the last bit, including all information about flight MH370, as well as the surrounding traffic. This was not the case with the previously published data.
2- All information sources were carefully examined: PSR, SSR (the various modes), ADS-B, and ADS-C, making the extracted dataset the most comprehensive ever created. All these sources were correlated to improve their quality and reliability.
3- The accuracy level is far superior to that of previously published data. This time, the decoding exploited all available bits, thus providing optimal accuracy without compromise, and used the authentic data without artificially converting it to another coordinate system, for example (from Cartesian to polar). The authentic data are provided first in ATC-Caption-2025, along with other coordinates, when available in the recordings, without any additional processing on our part.
4- A clear understanding of the system’s flaws is demonstrated. This is particularly important for BW angular data, where the mismatch between service messages and target report messages is now correctly accounted for, thus replacing the previously published data.
5- Accurate reading of the “conversations” between the network servers also made it possible to interpret and understand all the data, down to the messages encoded in a proprietary format we called “undefined binary format” (UBF), which has nothing to do with the ASTERIX format. Among all the data, a single field value, proportional to the power of the received echoes, has an obscure function… for gain control? For filtering? Or for RCS tracking?
6- Very fine details were extracted, allowing, for example, 100% proof that the transponder had been manually put into standby mode. There is now no doubt. This is due to the reading of the NUCp, a monitoring parameter, included in the messages.
7- In addition, weather messages from surrounding traffic made it possible to validate the best quality of the COPERNICUS ERA5 weather dataset compared to others. We now systematically use it for our analyses.
For these reasons, this dataset should be considered “new” due to its completeness, accuracy, and level of detail. It renders previous studies of less use and requires, at the very least, a redo and new studies. That’s an open door, isn’t it? … Even if it wouldn’t have a significant impact on the flight’s End Point.
We’re making the ATC-Caption-2025 dataset available to the community allowing everyone to use it as they see fit… 🙂 on this page: https://www.mh370-caption.net/index.php/malaysian-civil-atc-radar-data-atc-caption-2025/
We recommend the accompanying video: https://youtu.be/-hOy5lAKK2A
PS: It will be posted online in a day or two… final checks…
Good morning. It is November 2025. Is there any updates about armada ships going to the Souther Indian Ocean to resume the search as Ocean Ifinity said in March 2025 (About resume in Novmber)
Thks you.
Best Wishes.
Omar
Hi Richard,
Given we are now in November, I was wondering if there was any word on the new search that is due to take place shortly?
It was my understanding that the earlier search this year was called off due to inclement weather, and that it was to restart in November of 2025 when weather conditions were more appropriate? I could be mistaken, though.
Thank you
@All,
Armada 86 05 has left Vung Tau, Vietnam, is headed for Singapore and is expected to arrive 4th November 2025.
We will watch the next destination following Singapore.
https://www.dropbox.com/scl/fi/1f10y7k0pvjlw2rxzwvhp/Armada-86-05-Underway-to-Singapore-03NOV2025.png?rlkey=w5n4il3dirubs7d0ky86m6tzg&dl=0
@Richard,
Thank you for informing us all of this, hopefully this is indicative of a new search beginning shortly!
Regarding Armada 86 05, do we know if the technology on board is similar to that of 78 06 that searched back in early 2025?
Kind regards,
Sam
@Sam Main,
Armada 86 05 is slightly longer and therefore more suited to the heavier seas in the Southern Indian Ocean.
The Armada 78 and 86 fleet, otherwise have similar equipment and specifications.
The ships have installed power and DP2 capability to support operations of Ocean Infinity’s fleet of ROV’s. It has a removable aft bulwark enabling over the stern deployment of the Ocean Infinity AUV fleet. The moonpool is fitted with a modular Launch And Recovery System (LARS) that is fully automated and remotely operable from Ocean Infinity’s Remote Control Centre (RCC) network.
Armada 86 05 has anchored in Singapore Harbor 45 minutes ago.
https://www.vesselfinder.com/?imo=9980772
Thks Ventus and thks Richard too , for the updates about Armada 8605. It is pretty curious than Occean Infinity doesnt goes to the Southern Indian Ocean so far. I mean, they have a lot of day to go there, then research the search area, then go to the port for fuel, and then return again, etc. (Like Febraury and March of this year) we all know this kind of search took a lot of day and logistics.
I am just curious what they are waiting.
Sinceraly
Omar
@Omar Lopez,
The weather in winter in the Southern Indian Ocean is inhospitable. The summer months in the Southern Hemisphere will be starting soon and officially on 21st December 2025.
For the year 2025, the astronomical start of summer in the Southern Hemisphere occurs at 15:03 UTC on 21st December.
Meteorological summer runs from 1st December to 28th February (used by weather agencies for consistency).
The wave height in the MH370 search area currently is 3.8 m (12.5 feet) and the wind is 19 knots, which is a fresh breeze (moderate waves, many whitecaps).
Ocean Infinity want to conduct underwater search operations in safe weather conditions.
Hi Richard,
I know the search is paused until more favourable weather conditions but to date have they searched the area where you believe the plane is resting?
at what point will they search your recommended X?
Thanks
Richard,
We have published the ATC-0Caption-2025 dataset:
https://www.mh370-caption.net/index.php/malaysian-civil-atc-radar-data-atc-caption-2025/
We have redone the study on the 4D trajectory between IGARI amd LSTRP (10Nm west of MEKAR). A revised most realistic trajectory has been reconstructed and fully simulated. It used ATC-Caption-2025 data and Geoscience data as guidance material and fully considered the aeronautical and operational contraints.
It updates our previous analysis especially at Kota Bharu and the subsequent descent.
The report on is available at:
https://www.mh370-caption.net/wp-content/uploads/MH370-KLumpur-MEKAR-realistic-trajectory-ATC-Caption-2025.pdf
The explanatory and simulation video is available at:
https://www.youtube.com/watch?v=1AcvtkuqyDU
Yes, it appears that Armada 8605 was designated for the search of MH370 wreckage last Summer and from October 28th when it was at Vung Tau,
we have reactivated our webpage to track the ship.
Armada tracking : https://www.mh370-caption.net/index.php/armada-tracking/
Today the ship is in Singapore. Destination: Batam, Indonesia which is few nautical miles away 🙂
Richard,
The Malaysian government has announced resuming the search for MH370 December 30th 2025.
Looking forward to hear Ocean Infinity will start the search at your WSPR area..
Search will resume on 30th of December!
https://www.reuters.com/world/asia-pacific/search-missing-flight-mh370-resume-december-30-malaysia-says-2025-12-03/
@All,
Armada 86 05 has left Bali, Indonesia for the MH370 search area and is expected to arrive on 29th December 2025.
https://www.dropbox.com/scl/fi/lnr9dpt1rqddnwn28kwjk/Armada-86-05-16DEC2025-0442-UTC.png?rlkey=b52ig1wwcnenhbxvqlp7xzx1n&dl=0
The current weather en route is a low pressure of 1007 hPa, a tropical disturbance, rain, winds of 20 knots and wave height of 2.3 m (7.5 feet).
The current weather in the MH370 search area is high pressure of 1022 hPa, no rain, winds of 10 knots and wave height of 2.0 m (6.6 feet).
@All,
Armada 86 05 will take 11 days to reach the MH370 search area, based on the current speed of 7.7 knots.
https://www.dropbox.com/scl/fi/rer14jmiv953qfwox9u9t/Armada-86-05-16DEC2025.png?rlkey=umr81g6tswm124noy7edqfxwr&dl=0
Current destination is not available according to Vessel Finder.
Previous destination was Fremantle, Australia with an expected arrival of 21st January 2026.
@All,
Armada 86 05 is possibly avoiding bad weather, but is currently heading towards Cape Town and not the MH370 search area.
We will be watching closely, what is happening.
Officially the destination is not available, whereas yesterday the next port of call was noted as Fremantle, Australia on 21st January 2026.
https://www.dropbox.com/scl/fi/u4s9wgd31nw6da1ayaott/Armada-86-05-16DEC2025-0922-UTC.png?rlkey=wwc165g2js2i24mb8rvd38fhc&dl=0
@All,
Armada 86 05 is back on track to the MH370 search area with 11.4 days to go.
https://www.dropbox.com/scl/fi/wpyib211td4jcz7g04jhj/Armada-86-05-17DEC2025-0415-UTC.png?rlkey=1as2h2ra9ldj2a0ohcg313f0s&dl=0
Yesterday Armada 86 05 stopped for a training exercise.
https://www.dropbox.com/scl/fi/g49dz162fvoogwj9yv62v/Armada-86-05-16DEC2025-2302-UTC-Training-Exercise.png?rlkey=wik9tk8n4b9alfi12mzl7oz4o&dl=0
Good morning from Argentina.
Thks for the update.
Just a question but,why it is going forward at 5 knots?
I tracked Armada 8605 and can travel at speed of 11 knots ore more. When he return from the work on Phillipines to Bali, return to full speed.
I mean he is moving forward to the Search mh370 withouth no rush.
Any reason? thks you for the daily update.
Sinceraly.
Omar
@Omar,
Armada 86 05 stopped en route, presumably for a training exercise.
https://www.dropbox.com/scl/fi/g49dz162fvoogwj9yv62v/Armada-86-05-16DEC2025-2302-UTC-Training-Exercise.png?rlkey=wik9tk8n4b9alfi12mzl7oz4o&dl=0
@All,
Armada 86 05 is back on track to the MH370 search area at 12.1 knots, heading almost due South on a course of 181.2°T.
At the current speed it will take another 5.7 days to reach the position, where Armada 78 06 left off on 28th March 2025.
https://www.dropbox.com/scl/fi/6depgb02ywqgjj75pfjjv/MH370-Search-08DEC2025-0529-UTC.png?rlkey=v1indqy0cc42s1ggq999qwi26&dl=0
Hi Richard,
Fremantle Ports Expected Movements website now showing Armada 8605 arriving on 23/12/2025 at 05:00 and departing to ‘Sea’ on 24/12/2025 at 12:00. Cheers, Oliver
@All,
Armada 86 05 is on track to Fremantle, Australia at 11.7 knots, heading almost due South on a course of 174.6°T.
At the current speed it will take another 3.5 days to reach Fremantle.
https://www.dropbox.com/scl/fi/sejggaon3999sx9gu8aju/Armada-86-05-19DEC2025-0541-UTC.png?rlkey=ziouopges8ugxl373lcnm331d&dl=0
@All,
Armada 86 05 headed South to Fremantle to avoid a Tropical Cyclone.
https://www.dropbox.com/scl/fi/rznqg5ogl9um9t55st6cq/Armada-86-05-19DEC2025-Weather-Avoidance.png?rlkey=i3a7f6uzx1lpct2y6wxi9zcx2&dl=0
@All,
MH370 floating debris has been found in several locations in the Indian Ocean and handed in to the authorities.
Many items of floating debris have been officially confirmed as being from the Boeing 777 aircraft registered 9M-MRO by the Malaysian AAIB, Australian ATSB and French BEA.
Identification plates with part numbers and serial numbers, paint, fabric, patterns and markings matching the Malaysian Airlines standards, materials and measurements matching the Boeing drawings all help to confirm the various items.
Drift analyses by oceanographers from CSIRO and UWA have confirmed the origin of the floating debris near to the 7th Arc.
https://www.dropbox.com/scl/fi/krerl2fc4x2w2if5wsakn/MH370-Floating-Debris-Officially-Confirmed.png?rlkey=7ywm60nawcpgo8umy4qru4ghc&dl=0
The civil radar ATC-Caption-2025 dataset (now version 1.5) has been updated via some corrections in the merged files of the previous version 1.4 on 09/10/2025:
1) The positions of different aircraft were mistakenly mixed up because the same track number had been assigned to them in Senai’s radar data.
2) Removal of Mode A only tracks caused by garbled codes
3) The ADS-C and Langkawi data of JAI12, SIA495, and MAS176 are now combined
The dataset is available here: https://www.mh370-caption.net/index.php/malaysian-civil-atc-radar-data-atc-caption-2025/
I have the same info that Armada 86 05 is planned to arrive in Fremantle on 23/12/2025 at 05:00 and to depart on 24/12/2025 at 12:00.
From her current position to Fremantle, the distance is ~810Nm. Her average speed is about ~10kt, thus ~3.4 days : this is in accordance and same as Richard’s estimation.
The progress of the ship can be followed every ~3hours at:
https://www.mh370-caption.net/index.php/armada-tracking/
To facilitate the tracking of Armada 86 05, the best information we can obtain will be displayed in the first 3 lines of the menu (white rectangle in the upper right corner) of our web page at https://www.mh370-caption.net/index.php/armada-tracking/
The Armada 86 05 is now expected to arrive in Fremantle on 23/12/2025 at 13:00 and depart on the same day at 19:00.
Thus, the search could possibly resume somewhere between 28 and 30 Dec.
@All,
Armada 86 05 is on track to Fremantle, Australia at 8.4 knots, heading almost due South on a course of 184.1°T.
At the current speed it will take another 3.0 days to reach Fremantle.
https://www.dropbox.com/scl/fi/fq8nwv668vhdzvk0s4f4e/Armada-86-05-20DEC2025-0733-UTC.png?rlkey=bys3khdta7lr5ustd6pcbtxl8&dl=0
@All,
Armada 86 05 is on track to Fremantle, Australia at 10.0 knots, heading South East on a course of 165.3°T.
At the current speed it will take another 1.7 days to reach Fremantle.
https://www.dropbox.com/scl/fi/s4aky099z2hv2epv410rl/Armada-86-05-21DEC2025-0542-UTC.png?rlkey=0wuxky9fn3dkgarc1od3d83uc&dl=0
@All,
ATSB has previously searched for MH370 between 2014 and 2017.
Ocean Infinity has previously searched for MH370 from 23rd February 2025 to 28th March 2025.
Here is a map of the previously searched areas including the track of Armada 78 06 earlier this year.
https://www.dropbox.com/scl/fi/chouyinx94oxm3q8b7twr/Armada-78-06-Previous-Search-Area-February-March-2025.png?rlkey=s8wjtx83zhrrxj72u6zw14ym7&dl=0
@All,
Armada 86 05 is on track to Fremantle, Australia currently at 7.1 knots, heading South East on a course of 155.6°T.
At the current speed it will take another 1.3 days to reach Fremantle, but the speed is changing all the time. Fremantle Ports are showing an arrival on 23rd December at 14:30 local time.
https://www.dropbox.com/scl/fi/8lkekonaro84fm7wjqele/Armada-86-05-22DEC2025-0500-UTC.png?rlkey=60ua339y6f1bgk3op0exmz5bi&dl=0
Here is a link to an overview of the MH370 search area:
https://www.dropbox.com/scl/fi/vsadw0btu6fzk3kbcrj82/MH370-Search-Area-Overview.png?rlkey=7ato2gymo4dlki1xbjb6t7yon&dl=0
Here is a link to the Armada 78 06 previous search area between 23rd February 2025 and 28th March 2025:
https://www.dropbox.com/scl/fi/cytpc2j24besjd7o1c1s4/Armada-78-06-Previous-Search-Area-23rd-February-to-28th-March-2025.png?rlkey=5thr2yffyivrfoosuq04blujd&dl=0
Early doors but, looks like it might be headed where Richard thought..
https://www.hostimage.org/images/2025/12/23/search.jpg
@All,
Armada 86 05 is stationary with restricted status off Rottnest Island.
Distance to go to MH370 search area is 2,053.6 km (1,108.8 nmi). Time to go to MH370 search area at 10 knots is 4.6 days. The expected time of arrival in the MH370 search area is 30th December 2025.
https://www.dropbox.com/scl/fi/rrtpsbl9dyn12yj7aywqi/Armada-86-05-24DEC2025-0355-UTC.png?rlkey=n55n94b4uoioav14lh36rfi86&dl=0
Hello again @Richard, and Happy Christmas to you and your readers.
I’ve just watched episodes 301 and 302.
Firstly, thanks to Geoffrey and the drone operator for the excellent footage of Armada 86 05 refuelling off Perth. However, they might want to embed a copyright notice in these images. If the search is successful and this if the most recent footage of the ship, I can see it being played endlessly by the MSM without attribution.
Secondly, at 7:33 in episode 301 you reported that “Simon would only say to me that WSPR was discussed at length and he thinks I would be pleased with the outcome”.
Did he tell you this before or after the contract shenanigans in March this year? As you know from my contributions at the time, the Malaysians’ pointless but repeated references to a new search area of 15,000(?)km² led me to fear that they were restricting the search (or at least the success fee) to that area.
If Simon has told you this since March it would assuage my fears somewhat.
@Duncan,
Merry Christmas!
I have passed on your thanks to Geoffrey and the drone operator.
I am in regular contact with Prof. Simon Maskell, most recently earlier today.
The email I referred to from Simon was sent on 4th May 2024, just after the meeting took place in Kuala Lumpur, Malaysia, so it will not help to assuage your fears.
I think the Ocean Infinity proposal speaks for itself. Nathan Velayudhan (on behalf of families) presented their proposal at the 2024 MH370 remembrance event. I can well imagine, that some people are annoyed at the games Malaysia has been playing.
Good Afternoon.
I tracked Armada 8605 and is going south to 217º at 5.9 Knots. My question is why they are going? is south of the coast of Australia and dont going straigh ahead and full speed to the area of search of Mh370.
In the last search March 2025 after refuel on Australia went Straigh Ahead to the search area.
Question is what they doing? and 5.9 knots too slow.
I dont get the point but i am sure they know what they doing. Just asking and beeing curious.
Merry christmas to everyone.
Sinceraly
Omar
@Omar Lopez,
Armada 86 05 is currently located at 32.35427°S 114.83907°E.
If the goal is to be in the MH370 search area, for example at 33°S on the 7th Arc (95.2836°E) by 30th December 2025, then it would take 3.4 days at 12 knots.
The distance from their current position is 1,833 km or 990 nmi.
However, there are still 6 days until this time on 30th December 2025.
@All,
Armada 86 05 is stationary with restricted status off the Australian continental shelf at a depth of 670 m, which descends to 3,000 m within 40 km.
Distance to go to MH370 search area is 1,818 km (982 nmi). Time to go to MH370 search area at 12 knots is 3.4 days. The expected time of arrival in the MH370 search area is 30th December 2025.
https://www.dropbox.com/scl/fi/ofrtas7ii0u0fo98k5sy9/Armada-86-05-24DEC2025-1733-UTC.png?rlkey=mk69n8el0vd1mpsafcu1bsgj5&dl=0
@Richard
I just hope Armada 8605 does not waste time and go straight to the WSPR area (which has never been search yet)..
To my understanding in March 2025, OI has already searched within the hot spots of Blelly/Marchand and IG.
A bless Merry Christmas to everyone..
@All,
Armada 86 05 is underway at 9.9 knots on a course of 249.4°T to the MH370 search area.
Distance to go to MH370 search area is 1,561 km (843 nmi). Time to go to MH370 search area at 9.9 knots is 3.5 days. The expected time of arrival in the MH370 search area is 30th December 2025.
https://www.dropbox.com/scl/fi/35gdd41g6jz3ri1yez1g4/Armada-86-05-27DEC2025-0544-UTC.png?rlkey=0n3axc2sbu200zuv7lgdxxt2c&dl=0
@All,
Armada 86 05 is underway at 9.5 knots on a course of 264.0°T to the MH370 search area.
Distance to go to MH370 search area is 1,148 km (620 nmi). Time to go to MH370 search area at 9.5 knots is 2.7 days. The expected time of arrival in the MH370 search area is 30th December 2025 23:31UTC.
https://www.dropbox.com/scl/fi/1k07qbzj8md3yfrdbkz9h/Armada-86-05-28DEC2025-0618-UTC.png?rlkey=8so0puu3vxb83ftpyhapo20v5&dl=0
@All,
Armada 86 05 is underway at 10.1 knots on a course of 261.1°T to the MH370 search area.
Distance to go to MH370 search area is 713 km (385 nmi). Time to go to MH370 search area at 10.1 knots is 1.6 days. The expected time of arrival in the MH370 search area is 30th December 2025 20:02UTC.
https://www.dropbox.com/scl/fi/mwye8esvhygik65of2a5y/Armada-86-05-29DEC2025-0556-UTC.png?rlkey=fy059hjmrhuyeq1r65ycykbgl&dl=0
@All,
An article in The Guardian newspaper: The mystery of flight MH370 – will a new search find the missing airliner after more than a decade – Malaysia Airlines flight MH370 – The Guardian.
https://www.dropbox.com/scl/fi/q5undsdrc5moh954ytusv/The-mystery-of-flight-MH370-will-a-new-search-find-the-missing-airliner-after-more-than-a-decade-Malaysia-Airlines-flight-MH370-The-Guardian.pdf?rlkey=u81zne4te5qi2aq9s59ojzdah&dl=0
“Simon Maskell…a former scientific adviser to Ocean Infinity.”
Did I miss something? When and why did he become “former”?
@Duncan,
Simon attempted to clarify with the journalist, that he was, but is not currently, contracted to support ocean infinity and that he continues to be in touch with them from time to time. That apparently gets summarised as “former”.
@All,
Armada 86 05 is underway at 10.4 knots on a course of 260.1°T to the MH370 search area.
Distance to go to MH370 search area is 420 km (227 nmi). Time to go to MH370 search area at 10.4 knots is 20.8 hours. The expected time of arrival in the MH370 search area is 30th December 2025 ≈18:19 UTC.
https://www.dropbox.com/scl/fi/r548dcfvs1hkwt231cc3n/Armada-86-05-29DEC2025-2030-UTC.png?rlkey=i33jb2wa8t75fe7f8xo0qb235&dl=0