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ASSIGNMENT 1

BY- Karishma Panwar

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REASON FOR BELIEF

Definition :
reason for belief red flag could be seen as a sign that a belief is based on insufficient evidence, flawed reasoning, or other problematic factors that may call into question the validity of the belief.

Connection :

1. Lack of evidence or logical support: If a belief is not supported by credible evidence or logical argument, it may be a red flag for its validity.

2. Conflict with established knowledge: If a belief contradicts well-established scientific or factual knowledge, it may be a red flag for its accuracy.

3. Evidence of manipulation or propaganda: If a belief appears to have been deliberately spread through manipulation or propaganda, it may be a red flag for its credibility.

4. Alignment with personal biases: If a belief aligns with your personal biases or preconceived notions, it may be a red flag for its objectivity.

These are just a few examples of red flags, and it's important to remember that just because a belief has one or more red flags doesn't mean it's necessarily false or unsupported. However, it may be a reason to critically evaluate the belief and seek out additional information before accepting it as true.

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AGENTICITY

Definition :
Agenticity refers to the attribution of agency, or the ability to act on one's own, to non-human entities. This can include objects, animals, natural phenomena, or even abstract concepts such as organizations or institutions.
The concept of agenticity is relevant in fields such as psychology, sociology, and anthropology, where researchers study the ways in which people attribute agency to various entities. This can help to understand the cultural and psychological factors that influence people's perceptions and beliefs about the world around them.

Connection :

1. Journal articles: You can search for articles on agenticity by using academic databases such as JSTOR, PubMed, or Google Scholar. You can use keywords such as "agenticity," "attribution of agency," or "inanimate objects and agency" to find relevant articles.

2. Books: There are several books that explore the topic of agenticity, including "The Anthropology of Intentions: Language in a World of Others" by Alberto Corsín Jiménez, "Agents and Goals in Evolution" by Samir Okasha, and "Agency: An Essay on Provider-Induced Diseases" by Paul A. U. Coyne.

3. Websites: There are several websites that provide information on agenticity, including the website of the Max Planck Institute for Evolutionary Anthropology and the website of the Centre for the Study of Perception and Cognition at the University of Sussex.

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Why people believe that invisible agents control the world Souls, spirits, ghosts, gods, demons, angels, aliens, intelligent designers, government conspirators, and all manner of invisible agents with power and intention are believed to haunt our world and control our lives. Why? The answer has two…

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Define the problem :
What actually happened to the Malaysia Airlines Flight 370.

Gather Information :
Malaysia Airlines Flight 370, also known as MH370, was a passenger flight that disappeared on March 8, 2014. The flight, which was on route from Kuala Lumpur, Malaysia to Beijing, China, disappeared from radar approximately 40 minutes into its journey. Despite an extensive search effort, the wreckage of the plane and the majority of its passengers and crew have not been found

The disappearance of MH370 remains one of the greatest mysteries in aviation history. Initial search efforts focused on the South China Sea and the Gulf of Thailand, but no trace of the plane was found in those areas. Later searches expanded to the Indian Ocean, where debris from the plane was eventually discovered. However, the majority of the wreckage and the cause of the disappearance have not been found.

Evidence :
There is limited physical evidence available in the investigation of Flight MH370, but some of the most significant pieces of evidence include:

1. Satellite data: Analysis of satellite data indicates that the aircraft flew for several hours after losing contact with air traffic control. This information helped to determine the possible flight path of the aircraft.

2. Debris: A few pieces of debris from Flight MH370 have been found on beaches in the Indian Ocean and Africa. These pieces of debris have been confirmed as being from the missing aircraft.

3. Cockpit voice recorder (CVR) and flight data recorder (FDR): The CVR and FDR are crucial pieces of evidence in any aviation investigation, as they can provide insight into the events leading up to a crash. Unfortunately, the CVR and FDR from Flight MH370 have not been recovered.

4. Investigation report: The official investigation report, released by the Malaysian government in 2018, provides a comprehensive analysis of the available evidence and offers several possible scenarios for the disappearance of Flight MH370.

Despite the efforts of investigators, the fate of Malaysia Airlines Flight MH370 remains unknown. The search for the missing aircraft continues, and the investigation remains open.

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Malaysia Airlines Flight 370 ( MH370/ MAS370) was an international passenger flight operated by Malaysia Airlines that disappeared from radar on 8 March 2014, while flying from Kuala Lumpur International Airport in Malaysia to its planned destination, Beijing Capital International Airport in China. It has not been determined what caused its disappearance.

The crew of the Boeing 777-200ER, with registration mark 9M-MRO, last communicated with air traffic control (ATC) around 38 minutes after takeoff when the flight was over the South China Sea. The aircraft was lost from ATC's secondary surveillance radar screens minutes later, but was tracked by the Malaysian military's primary radar system for another hour, deviating westward from its planned flight path, crossing the Malay Peninsula and Andaman Sea. It left radar range 200 nautical miles (370 km; 230 mi) northwest of Penang Island in northwestern Peninsular Malaysia.

With all 227 passengers and 12 crew aboard presumed dead, the disappearance of Flight 370 was the deadliest incident involving a Boeing 777, the deadliest of 2014, and the deadliest in Malaysia Airlines' history until it was surpassed in all three regards by Malaysia Airlines Flight 17, which was shot down while flying over Ukraine four months later on 17 July 2014.

The search for the missing airplane became the most expensive search in the history of aviation. It focused initially on the South China Sea and Andaman Sea, before a novel analysis of the aircraft's automated communications with an Inmarsat satellite indicated that the plane had traveled far southward over the southern Indian Ocean. The lack of official information in the days immediately after the disappearance prompted fierce criticism from the Chinese public, particularly from relatives of the passengers, as most people on board Flight 370 were of Chinese origin. Several pieces of debris washed ashore in the western Indian Ocean during 2015 and 2016; many of these were confirmed to have originated from Flight 370.

After a three-year search across 120,000 km ² (46,000 sq mi) of ocean failed to locate the aircraft, the Joint Agency Coordination Centre heading the operation suspended its activities in January 2017. A second search launched in January 2018 by private contractor Ocean Infinity also ended without success after six months.

Relying mostly on analysis of data from the Inmarsat satellite with which the aircraft last communicated, the Australian Transport Safety Bureau (ATSB) proposed initially that a hypoxia event was the most likely cause given the available evidence, although no consensus has been reached concerning this theory among investigators. At various stages of the investigation, possible hijacking scenarios were considered, including crew involvement, and suspicion of the airplane's cargo manifest; many disappearance theories regarding the flight have also been reported by the media.

The Malaysian Ministry of Transport's final report from July 2018 was inconclusive. It highlighted Malaysian ATC's failures to attempt to communicate with the aircraft shortly after its disappearance. In the absence of a definitive cause of disappearance, air transport industry safety recommendations and regulations citing Flight 370 have been implemented to prevent a repetition of the circumstances associated with the loss. These include increased battery life on underwater locator beacons, lengthening of recording times on flight data recorders and cockpit voice recorders, and new standards for aircraft position reporting over open ocean. Malaysia had supported 58% of the total cost, Australia 32%, and China 10%.

The aircraft, a Boeing 777-200ER operated by Malaysia Airlines, last made voice contact with ATC 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. It disappeared from ATC radar screens at 01:22 MYT, but was still tracked on military radar as it turned sharply away from its original northeastern course to head west and cross the Malay Peninsula, continuing that course until leaving the range of the military radar at 02:22 while over the Andaman Sea, 200 nautical miles (370 km; 230 mi) northwest of Penang Island in northwestern Malaysia.

The multinational search effort for the aircraft, which was to become the most expensive aviation search in history, 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 assumed charge of the search on 17 March, when the search effort began to emphasise the southern Indian Ocean. On 24 March, the Malaysian government noted that the final location determined by the satellite communication was far from any possible landing sites, and concluded, "Flight MH370 ended in the southern Indian Ocean."

From October 2016 to January 2017, a comprehensive survey of 120,000 km ² (46,000 sq mi) of sea floor about 1,800 km (1,100 mi; 970 nmi) southwest 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 of which was discovered on 29 July 2015 on Réunion -have been confirmed as pieces of Flight 370. The bulk of the aircraft has not been located, prompting many theories about its disappearance.

In January 2018, a search by private US marine exploration company Ocean Infinity began in the search zone around , the most likely crash site according to the drift study published in 2017. In a previous search attempt, Malaysia had established a Joint Investigation Team (JIT) to investigate the incident, working with foreign aviation authorities and experts. Malaysia released a final report concerning Flight 370 in October 2017. 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 identified the captain as the prime suspect if human intervention was the cause of the disappearance, after clearing all others on the flight of suspicion over possible 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, which was three minutes after the aircraft had left the range of radar. Based on analysis of the satellite communications, the aircraft was postulated to have turned south after passing north of Sumatra and then to have flown for six hours with little deviation in its track, ending when its fuel was exhausted.

With the presumed loss of all 239 lives on board, Flight 370 is the second-deadliest incident involving a Boeing 777 and the second-deadliest incident of Malaysia Airlines' history, second to Flight 17 in both categories. Malaysia Airlines was struggling financially, a problem that was exacerbated by a decrease of ticket sales after the disappearance of Flight 370 and the downing of Flight 17; the airline was renationalised 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 the limited battery life of underwater locator beacons (an issue that had been raised about four years earlier following the loss of Air France Flight 447, but had never been resolved). In response to Flight 370's disappearance, the International Civil Aviation Organization adopted new standards for aircraft position reporting over open ocean, extended recording time for cockpit voice recorders, and, starting from 2020, new aircraft designs have been required to have a means of recovering the flight recorders, or the information they contain, before they sink into the water.

Flight 370 was operated with a Boeing 777-2H6ER, serial number 28420, registration 9M-MRO. It was the 404th Boeing 777 produced, first flown on 14 May 2002, and was delivered new to Malaysia Airlines on 31 May 2002. The aircraft was powered by two Rolls-Royce Trent 892 engines and configured to carry 282 passengers in total capacity. It had accumulated 53,471.6 hours and 7,526 cycles (takeoffs and landings) in service and had not previously been involved in any major incidents, though a minor incident while taxiing at Shanghai Pudong International Airport in August 2012 resulted in a broken wing tip. Its last maintenance "A check" was carried out on 23 February 2014. The aircraft was in compliance with all applicable Airworthiness Directives for the airframe and engines. A replenishment of the crew member oxygen system was performed on 7 March 2014, a routine maintenance task; an examination of this procedure found nothing unusual. Ten years after MH370's disappearance, however, leaked documents have shown that MH370 was given supplemental fuel and crew member oxygen supplies just before takeoff.

The Boeing 777 was introduced in 1994 and has an excellent safety record. Since its first commercial flight in June 1995, the type has suffered only seven other hull losses: the crash of British Airways Flight 38 in 2008; a cockpit fire in a parked EgyptAir Flight 667 at Cairo International Airport in 2011; the crash of Asiana Airlines Flight 214 in 2013, in which three people died; Malaysia Airlines Flight 17, which was shot down over Ukraine, killing all 298 people aboard in July 2014; Emirates Flight 521, which crashed and burned out while landing at Dubai International Airport in August 2016; and in November 2017, the seventh Boeing 777 hull loss occurred when a Singapore Airlines 777-200ER was written off after catching fire and burning out at Singapore Changi Airport.

The aircraft was carrying 12 Malaysian crew members and 227 passengers from 14 different nations. On the day of the disappearance, Malaysia Airlines released the names and nationalities of the passengers and crew, based on the flight manifest. The passenger list was later modified to include two Iranian passengers travelling on stolen Austrian and Italian passports.

All 12 crew members-two pilots and 10 cabin crew-were Malaysian citizens.

The pilot in command was 53-year-old Captain Zaharie Ahmad Shah from Penang. He joined Malaysia Airlines as a cadet pilot in 1981, and after training and receiving his commercial pilot's licence, he became a second officer with the airline in 1983. He was promoted to captain of Boeing 737-400 airliners in 1991, captain of Airbus A330-300 in 1996, and captain of Boeing 777-200 in 1998. He had been a type-rating instructor and a type-rating examiner since 2007. Zaharie had a total of 18,365 hours of flying experience.

The co-pilot was 27-year-old First Officer Fariq Abdul Hamid. He joined Malaysia Airlines as a cadet pilot in 2007; after becoming a second officer of Boeing 737-400 airliners, he was promoted to first officer of the Boeing 737-400 in 2010 and then transitioned to the Airbus A330-300 in 2012. In November 2013, he began training as first officer of Boeing 777-200 aircraft. Flight 370 was his final training flight, and he was scheduled to be examined on his next flight. Fariq had accumulated 2,763 hours of flying experience.

Of the 227 passengers, 153 were Chinese citizens, including a group of 19 artists with six family members and four staff returning from a calligraphy exhibition of their work in Kuala Lumpur; 38 passengers were Malaysian. The remaining passengers were from 12 different countries. Twenty passengers, 12 of whom were from Malaysia and eight from China, were employees of Freescale Semiconductor.

Through a 2007 agreement with Malaysia Airlines, Tzu Chi (an international Buddhist organisation) immediately sent specially trained teams to Beijing and Malaysia to give emotional assistance to passengers' families. The airline also sent its own team of caregivers and volunteers and agreed to bear the expense of bringing family members of the passengers to Kuala Lumpur and providing them with accommodation, medical care, and counselling. Altogether, 115 family members of the Chinese passengers flew to Kuala Lumpur. Some other family members chose to remain in China, fearing they would feel too isolated in Malaysia.

Flight and disappearance

Known flight path taken by Flight 370 (red), derived from primary (military) and secondary (ATC) radar data

Flight 370 was a scheduled flight in the early morning of Saturday, 8 March 2014, from Kuala Lumpur, Malaysia, to Beijing, China. It was one of two daily flights operated by Malaysia Airlines from its hub at Kuala Lumpur International Airport (KLIA) to Beijing Capital International Airport-scheduled to depart at 00:35 local time (MYT; UTC+08:00) and arrive at 06:30 local time (CST; UTC+08:00). On board were two pilots, 10 cabin crew, 227 passengers, and 14,296 kg (31,517 lb) of cargo.

The planned flight duration was 5 hours and 34 minutes, which would consume an estimated 37,200 kg (82,000 lb) of jet fuel. The aircraft carried 49,100 kilograms (108,200 lb) of fuel, including reserves, allowing an endurance of 7 hours and 31 minutes. The extra fuel was enough to divert to alternate airports- Jinan Yaoqiang International Airport and Hangzhou Xiaoshan International Airport -which would require 4,800 kg (10,600 lb) or 10,700 kg (23,600 lb), respectively, to reach from Beijing.

At 00:42 MYT, Flight 370 took off from runway 32R, and was cleared by air traffic control (ATC) to climb to flight level 180-approximately 18,000 feet (5,500 m)-on a direct path to navigational waypoint IGARI (located at ). Voice analysis has determined that the first officer communicated with ATC while the flight was on the ground and that the Captain communicated with ATC after departure. Shortly after departure, the flight was transferred from the airport's ATC to "Lumpur Radar" air traffic control on frequency 132.6 MHz. ATC over peninsular Malaysia and adjacent waters is provided by the Kuala Lumpur Area Control Centre (ACC); Lumpur Radar is the name of the frequency used for en route air traffic. At 00:46, Lumpur Radar cleared Flight 370 to flight level 350-approximately 35,000 ft (10,700 m). At 01:01, Flight 370's crew reported to Lumpur Radar that they had reached flight level 350, which they confirmed again at 01:08.

The aircraft's final transmission was an automated position report, sent using the Aircraft Communications Addressing and Reporting System (ACARS) protocol at 01:06 MYT. Among the data provided in this message was the total fuel remaining: 43,800 kg (96,600 lb). The last verbal signal to air traffic control occurred at 01:19:30, when Captain Zaharie acknowledged a transition from Lumpur Radar to Ho Chi Minh ACC:

Lumpur Radar: "Malaysian three seven zero, contact Ho Chi Minh one two zero decimal nine. Good night."
Flight 370: "Good night. Malaysian three seven zero."

The crew was expected to signal ATC in Ho Chi Minh City as the aircraft passed into Vietnamese airspace, just north of the point where contact was lost. The captain of another aircraft attempted to contact the crew of Flight 370 shortly after 01:30, using the international air distress frequency, to relay Vietnamese air traffic control's request for the crew to contact them; the captain said he was able to establish communication, but heard only "mumbling" and static. Calls made to Flight 370's cockpit at 02:39 and 07:13 were unanswered, but acknowledged by the aircraft's satellite data unit.

At 01:20:31 MYT, Flight 370 was observed on radar at the Kuala Lumpur ACC as it passed the navigational waypoint IGARI () in the Gulf of Thailand; five seconds later, the Mode-S symbol disappeared from radar screens. At 01:21:13, Flight 370 disappeared from the radar screen at Kuala Lumpur ACC and was lost at about the same time on radar at Ho Chi Minh ACC, which reported that the aircraft was at the nearby waypoint BITOD. Air traffic control uses secondary radar, which relies on a signal emitted by a transponder on each aircraft; therefore, the ADS-B transponder was no longer functioning on Flight 370 after 01:21. The final transponder data indicated that the aircraft was flying at its assigned cruise altitude of flight level 350 and was travelling at 471 knots (872 km/h; 542 mph) true airspeed. There were few clouds around this point, and no rain or lightning nearby. Later analysis estimated that Flight 370 had 41,500 kg (91,500 lb) of fuel when it disappeared from secondary radar.

At the time that the transponder stopped functioning, the Malaysian military's primary radar showed Flight 370 turning right, but then beginning a left turn to a southwesterly direction. From 01:30:35 until 01:35, military radar showed Flight 370 at 35,700 ft (10,900 m) on a 231° magnetic heading, with a ground speed of 496 knots (919 km/h; 571 mph). Flight 370 continued across the Malay Peninsula, fluctuating between 31,000 and 33,000 ft (9,400 and 10,100 m) in altitude. A civilian primary radar at Sultan Ismail Petra Airport with a 60 nmi (110 km; 69 mi) range made four detections of an unidentified aircraft between 01:30:37 and 01:52:35; the tracks of the unidentified aircraft are "consistent with those of the military data". At 01:52, Flight 370 was detected passing just south of the island of Penang. From there, the aircraft flew across the Strait of Malacca, passing close to the waypoint VAMPI, and Pulau Perak at 02:03, after which it flew along air route N571 to waypoints MEKAR, NILAM, and possibly IGOGU. The last known radar detection, from a point near the limits of Malaysian military radar, was at 02:22, 10 nmi (19 km; 12 mi) after passing waypoint MEKAR (which is 237 nmi (439 km; 273 mi) from Penang) and 247.3 nmi (458.0 km; 284.6 mi) northwest of Penang airport at an altitude of 29,500 ft (9,000 m).

Countries were reluctant to release information collected from military radar because of sensitivity about revealing their capabilities. Indonesia has an early-warning radar system, but its ATC radar did not register any aircraft with the transponder code used by Flight 370, despite the aircraft possibly having flown near, or over, the northern tip of Sumatra. Indonesian military radar tracked Flight 370 earlier when en route to waypoint IGARI before the transponder is thought to have been turned off, but did not provide information on whether it was detected afterwards. Thailand and Vietnam also detected Flight 370 on radar before the transponder stopped working. The radar position symbols for the transponder code used by Flight 370 vanished after the transponder is thought to have been turned off. Vietnam's deputy minister of transport Pham Quy Tieu stated that Vietnam had noticed MH370 turning back toward the west and that its operators had twice informed Malaysian authorities the same day on 8 March. Thai military radar detected an aircraft that might have been Flight 370, but it is not known at what time the last radar contact was made, and the signal did not include identifying data. Also, the flight was not detected by Australia's conventional system or its long-range JORN over-the-horizon radar system, which has an official range of 3,000 km (1,900 mi); the latter was not in operation on the night of the disappearance.

At 02:25 MYT, the aircraft's satellite communication system sent a "log-on request" message-the first message since the ACARS transmission at 01:07-which was relayed by satellite to a ground station, both operated by satellite telecommunications company Inmarsat. After logging on to the network, the satellite data unit aboard the aircraft responded to hourly status requests from Inmarsat and two ground-to-aircraft telephone calls, at 02:39 and 07:13, both unanswered by the cockpit. The final status request and aircraft acknowledgement occurred at 08:10, about 1 hour and 40 minutes after the flight was scheduled to arrive in Beijing. The aircraft sent a log-on request at 08:19:29, which was followed, after a response from the ground station, by a "log-on acknowledgement" message at 08:19:37. The log-on acknowledgement is the last piece of data received from Flight 370. The aircraft did not respond to a status request from Inmarsat at 09:15.

Flight Information Regions in the vicinity of where Flight 370 disappeared from secondary radar. Kuala Lumpur ACC provides ATC services for two routes, located within FIR Singapore, between Malaysia and Vietnam. (Air routes are depicted as roughly 5 nmi / 8-10 km wide, but vary in width, with some as wide as 20 nmi / 35-40 km.)

At 01:38 MYT, Ho Chi Minh Area Control Centre (ACC) contacted Kuala Lumpur Area Control Centre to query the whereabouts of Flight 370 and informed Kuala Lumpur that ACC had not established verbal communication with Flight 370, which was last detected by radar at waypoint BITOD. The two centres exchanged four more calls during the next 20 minutes with no new information.

At 02:03, Kuala Lumpur ACC relayed to Ho Chi Minh ACC information received from Malaysia Airlines' operations centre that Flight 370 was in Cambodian airspace. Ho Chi Minh ACC contacted Kuala Lumpur ACC twice in the following eight minutes asking for confirmation that Flight 370 was in Cambodian airspace. At 02:15, the watch supervisor at Kuala Lumpur ACC queried Malaysia Airlines' operations centre, which said that it could exchange signals with Flight 370 and that Flight 370 was in Cambodian airspace. Kuala Lumpur ACC contacted Ho Chi Minh ACC to ask whether the planned flight path for Flight 370 passed through Cambodian airspace. Ho Chi Minh ACC responded that Flight 370 was not supposed to enter Cambodian airspace and that they had already contacted Phnom Penh ACC (which controls Cambodian airspace), which had no communication with Flight 370. Kuala Lumpur ACC contacted Malaysia Airlines' operations centre at 02:34, inquiring about the communication status with Flight 370, and were informed that Flight 370 was in a normal condition based on a signal download and that it was located at . Later, another Malaysia Airlines aircraft (Flight 386 bound for Shanghai) attempted, at the request of Ho Chi Minh ACC, to contact Flight 370 on the Lumpur Radar frequency - the frequency on which Flight 370 last made contact with Malaysian air traffic control - and on emergency frequencies. The attempt was unsuccessful.

At 03:30, Malaysia Airlines' operations centre informed Kuala Lumpur ACC that the locations it had provided earlier were "based on flight projection and not reliable for aircraft positioning." Over the next hour, Kuala Lumpur ACC contacted Ho Chi Minh ACC asking whether they had signaled Chinese air traffic control. At 05:09, Singapore ACC was queried for information about Flight 370. At 05:20, an undisclosed official contacted Kuala Lumpur ACC requesting information about Flight 370; he opined that, based on known information, "MH370 never left Malaysian airspace."

The watch supervisor at Kuala Lumpur ACC activated the Kuala Lumpur Aeronautical Rescue Coordination Centre (ARCC) at 05:30, more than four hours after communication was lost with Flight 370. The ARCC is a command post at an Area Control Centre that coordinates search-and-rescue activities when an aircraft is lost.

Malaysia Airlines issued a media statement at 07:24 MYT, one hour after the scheduled arrival time of the flight at Beijing, stating that communication with the flight had been lost by Malaysian ATC at 02:40 and that the government had initiated search-and-rescue operations; the time when contact was lost was later corrected to 01:21. Neither the crew nor the aircraft's communication systems relayed a distress signal, indications of bad weather, or technical problems before the aircraft vanished from radar screens.

On 24 March, Malaysian Prime Minister Najib Razak appeared before media at 22:00 local time to give a statement regarding Flight 370, during which he announced that he had been briefed by the Air Accidents Investigation Branch that it and Inmarsat (the satellite data provider) had concluded that the airliner's last position before it disappeared was in the southern Indian Ocean. As no places exist where it could have landed, the aircraft must therefore have crashed into the sea.

Just before Najib spoke at 22:00 MYT, an emergency meeting was called in Beijing for relatives of Flight 370 passengers. Malaysia Airlines announced that Flight 370 was assumed lost with no survivors. It notified most of the families in person or via telephone, and some received an SMS (in English and Chinese) informing them that the aircraft likely had crashed with no survivors.

On 29 January 2015, the director general of the Department of Civil Aviation Malaysia, Azharuddin Abdul Rahman, announced that the status of Flight 370 would be changed to an "accident", in accordance with the Chicago Convention on International Civil Aviation, and that all passengers and crew are presumed to have lost their lives.

If the official assumption is confirmed, Flight 370 was, at the time of its disappearance, the deadliest aviation incident in the history of Malaysian Airlines, surpassing the 1977 hijacking and crash of Malaysian Airline System Flight 653 that killed all 100 passengers and crew aboard, and the deadliest involving a Boeing 777, surpassing Asiana Airlines Flight 214 (three fatalities). In both of those categories, Flight 370 was surpassed 131 days later by Malaysia Airlines Flight 17, another Boeing 777-200ER, which was shot down on 17 July 2014, killing all 298 people aboard.

The news media reported several sightings of an aircraft fitting the description of the missing Boeing 777. For example, on 19 March 2014, CNN reported that witnesses including fishermen, an oil rig worker, and people on the Kuda Huvadhoo atoll in the Maldives saw the missing airliner. A fisherman claimed to have seen an unusually low-flying aircraft off the coast of Kota Bharu, while an oil-rig worker 186 miles (299 km) southeast of Vung Tau claimed he saw a "burning object" in the sky that morning, a claim credible enough for the Vietnamese authorities to send a search-and-rescue mission, and Indonesian fishermen reported witnessing an aircraft crash near the Malacca Straits. Three months later, The Daily Telegraph reported that a British woman sailing in the Indian Ocean claimed to have seen an aircraft on fire.

ADV Ocean Shield deploys the Bluefin-21 autonomous underwater vehicle, which conducted the seafloor sonar survey from 14 April to 28 May 2014

A search-and-rescue effort was launched in southeast Asia soon after the disappearance of Flight 370. Following the initial analysis of communications between the aircraft and a satellite, the surface search was moved to the southern Indian Ocean one week after the aircraft's disappearance. Between 18 March and 28 April, 19 vessels and 345 sorties by military aircraft searched over 4,600,000 km ² (1,800,000 sq mi). The final phase of the search was a bathymetric survey and sonar search of the sea floor, about 1,800 kilometres (970 nmi; 1,100 mi) southwest of Perth, Western Australia. With effect from 30 March 2014, the search was coordinated by the Joint Agency Coordination Centre (JACC), an Australian government agency that was established specifically to manage the effort to locate and recover Flight 370, and which primarily involved the Malaysian, Chinese, and Australian governments.

A P-8 Poseidon patrol aircraft of the US Navy departs Perth Airport to search for Flight 370, 22 March 2014

On 17 January 2017, the official search for Flight 370-which had proven to be the most expensive search operation in aviation history-was suspended after yielding no evidence of the aircraft other than some marine debris on the coast of Africa. The final ATSB report, published on 3 October 2017, stated that the underwater search for the aircraft, as of 30 June 2017, had cost a total of US$155 million (~$190 million in 2023). The underwater search accounted for 86% of this amount, bathymetry 10%, and programme management 4%. Malaysia had supported 58% of the total cost, Australia 32%, and China 10%. The report also concluded that the location where the aircraft went down had been narrowed to an area of 25,000 km ² (9,700 sq mi) by using satellite images and debris drift analysis.

In January 2018, the private American marine-exploration company Ocean Infinity resumed the search for MH370 in the narrowed 25,000 km ² area, using the Norwegian ship Seabed Constructor. The search area was significantly extended during the course of the search, and by the end of May 2018, the vessel had searched a total area of more than 112,000 km ² (43,000 sq mi) using eight autonomous underwater vehicles (AUVs). The contract with the Malaysian government ended soon afterward, and the search was concluded without success on 9 June 2018.

The Kuala Lumpur Aeronautical Rescue Coordination Centre (ARCC) was activated at 05:30 MYT-four hours after communication was lost with the aircraft-to coordinate search and rescue efforts. Search efforts began in the Gulf of Thailand and the South China Sea. On the second day of the search, Malaysian officials said that radar recordings indicated that Flight 370 may have turned around before vanishing from radar screens; the search zone was expanded to include part of the Strait of Malacca. On 12 March, the chief of the Royal Malaysian Air Force announced that an unidentified aircraft-believed to be Flight 370-had travelled across the Malay peninsula and was last sighted on military radar 370 km (200 nmi; 230 mi) northwest of the island of Penang; search efforts were subsequently increased in the Andaman Sea and Bay of Bengal.

The shifting search zones for Flight 370 in the Southern Indian Ocean. The inset shows the path taken by the vessel ADV Ocean Shield operating a towed pinger locator, acoustic detections, and the sonar search. The underwater phase (both the wide area search and priority area) is shown in pink.

The emphasis of the search was shifted to the southern Indian Ocean west of Australia and within Australia's aeronautical and maritime Search and Rescue regions that extend to 75°E longitude. Accordingly, on 17 March, Australia agreed to manage the search in the southern locus from Sumatra to the southern Indian Ocean.

From 18 to 27 March 2014, the search effort focused on a 315,000 km ² (122,000 sq mi) area about 2,600 km (1,400 nmi; 1,600 mi) southwest of Perth. The search area, which Australian prime minister Tony Abbott called "as close to nowhere as it's possible to be", is renowned for its strong winds, inhospitable climate, hostile seas, and deep ocean floors. Satellite imagery of the region was analysed; several objects of interest and two possible debris fields were identified on images made between 16 and 26 March. None of these possible objects were found by aircraft or ships.

Revised estimates of the radar track and the aircraft's remaining fuel led to a move of the search 1,100 km (590 nmi; 680 mi) northeast of the previous area on 28 March, which was followed by another shift on 4 April. Between 2 and 17 April, an effort was made to detect the underwater locator beacons (ULBs, informally known as "pingers") attached to the aircraft's flight recorders, because the beacons' batteries were expected to expire around 7 April. Australian naval cutter ADV Ocean Shield, equipped with a towed pinger locator (TPL), joined China's , equipped with a hand-held hydrophone, and the Royal Navy's HMS Echo, equipped with a hull-mounted hydrophone, in the search. Operators considered the effort to have little chance of success given the vast search area and the fact that a TPL can only search up to 130 km ² (50 sq mi) per day.

Between 4 and 8 April, several acoustic detections were made that were close to the frequency and rhythm of the sound emitted by the flight recorders' ULBs; analysis of the acoustic detections determined that, although unlikely, the detections could have come from a damaged ULB. A sonar search of the seafloor near the detections was carried out between 14 April and 28 May but yielded no sign of Flight 370. In a March 2015 report, it was revealed that the battery of the ULB attached to Flight 370's flight data recorder may have expired in December 2012 and thus may not have been as capable of sending signals as would an unexpired battery.

In late June 2014, details of the next phase of the search were announced; officials have called this phase the "underwater search" despite the previous seafloor sonar survey. Continued refinement of the analysis of Flight 370's satellite communications identified a "wide area search" along the "7th arc" where Flight 370 was located when it last communicated with the satellite. The priority search area was in the southern extent of the wide area search. Some of the equipment used for the underwater search is most effective when towed 200 m (650 ft) above the seafloor at the end of a 9.7 km (6 mi) cable. Available bathymetric data for this region was of poor resolution, thus necessitating a bathymetric survey of the search area before the underwater phase began. Commencing in May, the survey charted around 208,000 km ² (80,000 sq mi) of seafloor until 17 December 2014, when it was suspended so that the ship conducting the survey could be mobilised in the underwater search.

The governments of Malaysia, China, and Australia made a joint commitment to thoroughly search 120,000 km ² (46,000 sq mi) of seafloor. This phase of the search, which began on 6 October 2014, used three vessels equipped with towed deep-water vehicles that use side-scan sonar, multi-beam echo sounders, and video cameras to locate and identify aircraft debris. A fourth vessel participated in the search between January and May 2015, using an AUV to search areas that could not be effectively searched using equipment on the other vessels. Following the discovery of the flaperon on Réunion, the Australian Transport Safety Bureau (ATSB) reviewed its drift calculations for debris from the aircraft and, according to the JACC, was satisfied that the search area was still the most likely crash site. Reverse drift modelling of the debris, to determine its origin after 16 months, also supported the underwater search area, although this method is very imprecise over long periods. On 17 January 2017, the three countries jointly announced the suspension of the search for Flight 370.

On 17 October 2017, Dutch-based Fugro and American company Ocean Infinity offered to resume the search for the aircraft. In January 2018, Ocean Infinity announced that it was planning to resume the search in the narrowed 25,000 km ² (9,700 sq mi) area. The search attempt was approved by the Malaysian government, provided that payment would be made only if the wreckage were found. Ocean Infinity chartered the Norwegian ship Seabed Constructor to perform the search.

In late January, it was reported that the AIS tracking system had detected the vessel reaching the search zone on 21 January. The vessel then started moving to , the most likely crash site according to the drift study by the Commonwealth Scientific and Industrial Research Organisation (CSIRO). The planned search area of "site 1", where the search began, was 33,012 km ² (12,746 sq mi), while the extended search area covered a further 48,500 km ² (18,700 sq mi). In April, a report by Ocean Infinity revealed that "site 4", farther northeast along the 7th arc, had been added to the search plan. By the end of May 2018, the vessel had searched a total area of over 112,000 km ² (43,000 sq mi), using eight AUVs; all areas of "site 1" (including areas beyond that originally planned for "site 1"), "site 2", and "site 3" had been searched. The final phase of the search was conducted in "site 4" in May 2018, "before the weather limits Ocean Infinity's ability to continue working this year." Malaysia's new transport minister Loke Siew Fook announced on 23 May 2018 that the search for MH370 would conclude at the end of the month. Ocean Infinity confirmed on 31 May that its contract with the Malaysian government had ended, and it was reported on 9 June 2018 that the Ocean Infinity search had come to an end. Ocean-floor mapping data collected during the search have been donated to the Nippon Foundation- GEBCO Seabed 2030 Project, to be incorporated into the global map of the ocean floor.

In March 2019, in the wake of the fifth anniversary of the disappearance, the Malaysian government stated that it was willing to look at any "credible leads or specific proposals" regarding a new search. Ocean Infinity stated that it was ready to resume the search on the same no-find, no-fee basis, believing that it would benefit from the experience that it had gained from its search for the wreck of Argentinian submarine ARA San Juan and bulk carrier ship Stellar Daisy. Ocean Infinity believed that the most probable location was still somewhere along the 7th arc around the area identified previously and upon which its 2018 search was based.

In March 2022, Ocean Infinity committed to resuming its search in 2023 or 2024, pending approval by the Malaysian government. In 2023, Ocean Infinity was reviewing data from their previous 2018 search to ensure nothing was missed. CEO Oliver Plunkett hoped to resume the search in the summer of 2023 using Ocean Infinity's new Armada vessel. The transportation minister of Malaysia, Wee Ka Siong, requested credible new evidence from Ocean Infinity in order to resume the search, which Plunkett is allegedly in possession of. Claims of yet-to-be-identified new evidence has incited victims' families to further push for another search.

By October 2017, 20 pieces of debris believed to be from 9M-MRO had been recovered from beaches in the western Indian Ocean; 18 of the items were "identified as being very likely or almost certain to originate from MH370", while the other two were "assessed as probably from the accident aircraft." On 16 August 2017, the ATSB released two reports: the analysis of satellite imagery collected on 23 March 2014, two weeks after MH370 disappeared, classifying 12 objects in the ocean as "probably man-made"; and a drift study of the recovered objects by the CSIRO, identifying the crash area "with unprecedented precision and certainty" at , northeast of the main 120,000 km ² (46,000 sq mi) underwater search zone.

The first item of debris to be positively identified as originating from Flight 370 was the right flaperon (a trailing edge control surface). It was discovered in late July 2015 on a beach in Saint-André, Réunion, an island in the western Indian Ocean, about 4,000 km (2,200 nmi; 2,500 mi) west of the underwater search area. The item was transported from Réunion (an overseas department of France) to Toulouse, where it was examined by France's civil aviation accident investigation agency, the Bureau of Enquiry and Analysis for Civil Aviation Safety (BEA), and a French defence ministry laboratory. Malaysia sent its own investigators to both Réunion and Toulouse. On 3 September 2015, French officials announced that serial numbers found on internal components of the flaperon linked it "with certainty" to Flight 370. These serial numbers were retrieved using a borescope.

In August 2015, France carried out an aerial search for possible marine debris around the island, covering an area of 120 by 40 km (75 by 25 mi) along the east coast of Réunion. Foot patrols were also planned to search for debris along the beaches. Malaysia asked authorities in neighbouring states to be on the alert for marine debris that might have come from an aircraft. On 14 August, it was announced that no debris that could be traced to Flight 370 had been found at sea off Réunion, but that some items had been found on land. Air and sea searches for debris ended on 17 August.

The flaperon was covered in Lepas anatifera barnacles, which grow in certain patterns and only while underwater. Researchers have analysed the barnacles on the flaperon in an attempt to deduce its path to Réunion.

In late February 2016, an object bearing a stencilled label of "NO STEP" was found off the coast of Mozambique; early photographic analysis suggested that it could have come from the aircraft's horizontal stabiliser or from the leading edges of the wings. The part was found by Blaine Gibson on a sandbank in the Bazaruto Archipelago off the coast of Vilanculos in southern Mozambique, around 2,000 km (1,200 mi) southwest of where the flaperon had been found the previous July. The fragment was sent to Australia, where experts identified it as almost certainly a horizontal stabiliser panel from 9M-MRO.

The locations where the objects were found are consistent with the drift model performed by CSIRO, further corroborating that the parts could have come from Flight 370.

On 7 March 2016, more debris, possibly from the aircraft, was found on the island of Réunion. Ab Aziz Kaprawi, Malaysia's deputy transport minister, said that "an unidentified grey item with a blue border" might be linked to Flight 370. Both Malaysian and Australian authorities, coordinating the search in the South Indian Ocean, sent teams to verify whether the debris was from the missing aircraft.

On 21 March 2016, South African archaeologist Neels Kruger found a grey piece of debris on a beach near Mossel Bay, South Africa, that had an unmistakable partial logo of Rolls-Royce, the manufacturer of the missing aircraft's engines. The Malaysian ministry of transport acknowledged that the piece could be that of an engine cowling. An additional piece of possible debris, suggested to have come from the interior of the aircraft, was found on the island of Rodrigues, Mauritius, in late March. On 11 May 2016, Australian authorities determined that the two pieces of debris were "almost certainly" from Flight 370.

On 24 June 2016, Australian transport minister Darren Chester said that a piece of aircraft debris had been found on Pemba Island, off the coast of Tanzania. It was handed over to the authorities so that experts from Malaysia could determine its origin. On 20 July, the Australian government released photographs of the piece, which was believed to be an outboard flap from one of the aircraft's wings. Malaysia's transport ministry confirmed on 15 September that the debris was indeed from the missing aircraft.

On 21 November 2016, families of the victims announced that they would carry out a search for debris in December on the island of Madagascar. On 30 November 2018, five pieces of debris recovered between December 2016 and August 2018 on the Malagasy coast, and believed by victims' relatives to be from MH370, were handed to Malaysian transport minister Anthony Loke.

Texas A&M University mathematics professor Goong Chen has argued that the plane may have entered the sea vertically; any other angle of entry would make the aircraft splinter into many pieces, which would have been found already.

Malaysia quickly assembled a Joint Investigation Team (JIT), consisting of specialists from Malaysia, China, the United Kingdom, the United States, and France, which was led in accordance with ICAO standards by "an independent investigator in charge". The team consisted of an airworthiness group, an operations group, and a medical and human factors group. The airworthiness group were tasked with examining issues relating to maintenance records, structures, and systems of the aircraft; the operations group were to review the flight recorders, operations, and meteorology; and the medical and human factors group would investigate psychological, pathological, and survival factors. Malaysia also announced, on 6 April 2014, that it had set up three ministerial committees: a Next of Kin Committee, a committee to organise the formation of the JIT, and a committee responsible for the Malaysian assets deployed in the search effort. The criminal investigation was led by the Royal Malaysia Police, assisted by Interpol and other relevant international law enforcement authorities.

On 17 March, Australia took control of co-ordinating the search, rescue, and recovery operations. For the next six weeks, the Australian Maritime Safety Authority (AMSA) and ATSB worked to determine the search area, correlating information with the JIT and other government and academic sources, while the Joint Agency Coordination Centre (JACC) coordinated the search efforts. Following the fourth phase of the search, the ATSB took responsibility for defining the search area. In May, a search strategy working group was established by the ATSB to determine the most likely position of the aircraft at the 00:19 UTC (08:19 MYT) satellite transmission. The working group included aircraft and satellite experts from: Air Accidents Investigation Branch (UK), Boeing (US), Defence Science and Technology Group (Australia), Department of Civil Aviation (Malaysia), Inmarsat (UK), National Transportation Safety Board (US), and Thales (France).

As of October 2018, France was the only country that was continuing the investigation (by means of its Air Transport Gendarmerie), with the intention of verifying all of the technical data transmitted, particularly those provided by Inmarsat.

Two interim reports were issued in 8 March 2015, and March 2016. They contained factual information about the plane but no analysis. The final report from the Australian Transport Safety Bureau, published on 3 October 2017, was 440 pages and called for planes to be equipped with more precise flight tracking technology. The final report from the Malaysian Ministry of Transport, was 1,500 pages, released on 30 July 2018. It confirmed that the plane was manually turned around, taking it off its normal flight path just after 1am, "either by the pilot or a third party" and that the plane was missing for twenty minutes before anyone was alerted. Following these accounts of air traffic control failings, the Chairman of the Civil Aviation Authority of Malaysia, Azharuddin Abdul Rahman, resigned on 31 July 2018.

The communications between Flight 370 and the satellite communication network operated by Inmarsat, which were relayed by the Inmarsat-3 F1 satellite, provide the only significant clues to the location of Flight 370 after disappearing from Malaysian military radar at 02:22 MYT. These communications have also been used to infer possible in-flight events. The investigative team was challenged with reconstructing the flight path of Flight 370 from a limited set of transmissions with no explicit information about the aircraft's location, heading, or speed.

A depiction of an Inmarsat-3 series satellite. Flight 370 was in contact with Inmarsat-3 F1 (also known as "IOR" for Indian Ocean Region).

Aeronautical satellite communication (SATCOM) systems are used to transmit messages sent from the aircraft cockpit, as well as automated data signals from onboard equipment, using the ACARS communications protocol. SATCOM may also be used for the transmission of FANS and ATN messages, and for providing voice, fax and data links using other protocols. The aircraft uses a satellite data unit (SDU) to send and receive signals over the satellite communications network; this operates independently from the other onboard systems that communicate via SATCOM, mostly using the ACARS protocol. Signals from the SDU are transmitted to a communications satellite, which amplifies the signal and changes its frequency before relaying it to a ground station, where the signal is processed and, if applicable, routed to its intended destination (e.g. Malaysia Airlines' operations centre); signals are sent from the ground to the aircraft in reverse order.

When the SDU is first powered on, it attempts to connect with the Inmarsat network by transmitting a log-on request, which is acknowledged by the ground station. This is partly to determine whether the SDU belongs to an active service subscriber, and also to identify which satellite should be used for transmitting messages to the SDU. After connecting, if no further contact has been received from the data terminal (the SDU) for one hour, the ground station transmits a "log-on interrogation" message, commonly referred to as a "ping"; if the terminal is active, it will respond to the ping automatically. The entire process of interrogating the terminal is referred to as a " handshake".

Although the ACARS data link on Flight 370 stopped functioning between 01:07 and 02:03 MYT (most likely around the same time the plane lost contact by secondary radar), the SDU remained operative. After last contact by primary radar west of Malaysia, the following events were recorded in the log of Inmarsat's ground station at Perth, Western Australia (all times are MYT/UTC+8):

02:25:27 - First handshake ("log-on request" initiated by aircraft)

02:39:52 - Ground to aircraft telephone call, acknowledged by SDU, unanswered

03:41:00 - Second handshake (initiated by ground station)

04:41:02 - Third handshake (initiated by ground station)

05:41:24 - Fourth handshake (initiated by ground station)

06:41:19 - Fifth handshake (initiated by ground station)

07:13:58 - Ground to aircraft telephone call, acknowledged by SDU, unanswered

08:10:58 - Sixth handshake (initiated by ground station)

08:19:29 - Seventh handshake (initiated by aircraft); widely reported as a "partial handshake'", consisting of the following two transmissions:

08:19:29.416 - "log-on request" message transmitted by aircraft (seventh "partial" handshake)

08:19:37.443 - "log-on acknowledge" message transmitted by aircraft (last transmission received from Flight 370)

The aircraft did not respond to a ping at 09:15.

A few inferences can be made from the satellite communications. The first is that the aircraft remained operational until at least 08:19 MYT-seven hours after final contact was made with air traffic control over the South China Sea. The varying burst frequency offset (BFO) values indicate the aircraft was moving at speed. The aircraft's SDU needs location and track information to keep its antenna pointed towards the satellite, so it can also be inferred that the aircraft's navigation system was operational.

Since the aircraft did not respond to a ping at 09:15, it can be concluded that at some point between 08:19 and 09:15, the aircraft lost the ability to communicate with the ground station. The log-on message sent from the aircraft at 08:19:29 was "log-on request"; there are only a few reasons the SDU would transmit this request, such as a power interruption, software failure, loss of critical systems providing input to the SDU, or a loss of the link due to the aircraft's attitude. Investigators consider the most likely reason to be that it was sent during power-up after an electrical outage.

At 08:19, the aircraft had been airborne for 7 hours and 38 minutes; the typical Kuala Lumpur-Beijing flight is 5 hours, so fuel exhaustion was likely. In the event of fuel exhaustion and engine flame-out, which would eliminate power to the SDU, the aircraft's ram air turbine (RAT) would deploy, providing power to some instruments and flight controls, including the SDU. Approximately 90 seconds after the 02:25 handshake-also a log-on request-communications from the aircraft's in-flight entertainment system were recorded in the ground station log. Similar messages would be expected following the 08:19 handshake, but none were received, supporting the fuel-exhaustion scenario.

A heat map indicating the probable location of missing Flight 370 based on a Bayesian analysis of possible flight paths by Australia's Defence Science and Technology Group[236]

Two parameters associated with these transmissions that were recorded in a log at the ground station were key to the investigation:

Burst time offset (BTO) - the time difference between when a signal is sent from the ground station and when the response is received. This measure is proportional to twice the distance from the ground station via the satellite to the aircraft and includes the time that the SDU takes between receiving and responding to the message and time between reception and processing at the ground station. This measure was analysed to determine the distance between the satellite and the aircraft at the time each of the seven handshakes occurred, and thereby defining seven circles on the Earth's surface the points on whose circumference are equidistant from the satellite at the calculated distance. Those circles were then reduced to arcs by eliminating those parts of each circle that lay outside the aircraft's range.

Burst frequency offset (BFO) - the difference between the expected and received frequency of transmissions. The difference is caused by Doppler shifts as the signals travelled from the aircraft to the satellite to the ground station; the frequency translations made in the satellite and at the ground station; a small, constant error (bias) in the SDU that results from drift and ageing; and compensation applied by the SDU to counter the Doppler shift on the uplink. This measure was analysed to determine the aircraft's speed and heading, but multiple combinations of speed and heading can be valid solutions.

By combining the distance between the aircraft and satellite, speed, and heading with aircraft performance constraints (e.g. fuel consumption, possible speeds and altitudes), investigators generated candidate paths that were analysed separately by two methods. The first assumed the aircraft was flying on one of the three autopilot modes (two are further affected by whether the navigation system used magnetic north or true north as a reference), calculated the BTO and BFO values along these routes, and compared them with the values recorded from Flight 370. The second method generated paths which had the aircraft's speed and heading adjusted at the time of each handshake to minimise the difference between the calculated BFO of the path and the values recorded from Flight 370. A probability distribution for each method at the BTO arc of the sixth handshake of the two methods was created and then compared; 80% of the highest probability paths for both analyses combined intersect the BTO arc of the sixth handshake between 32.5°S and 38.1°S, which can be extrapolated to 33.5°S and 38.3°S along the BTO arc of the seventh handshake.

In May 2024, researchers at Cardiff University raised questions about the official location and the time of the impact, in Scientific Reports. Dr Usama Kadri stated that hydrophone data relating to MH370's crash identified "only a single, relatively weak signal" within the time frame and location of the official search, unlike the "clear pressure signals" shown in previous accidents' data with such impact. He also noted that, "it is implausible to imagine that a significant crash of an aircraft on the ocean surface would fail to generate a discernible pressure signature," suggesting that controlled explosion experiments could "almost pinpoint" the aircraft's location, or possibly raise the need to reassess the time frame or location currently established.

Malaysian police searched the homes of the pilots and seized financial records for all 12 crew members. The preliminary report issued by Malaysia in March 2015 stated that there was "no evidence of recent or imminent significant financial transactions carried out" by any of the pilots or crew, and that analysis of the behaviour of the pilots on CCTV showed "no significant behavioural changes".

However, US officials believe the most likely explanation to be that someone in the cockpit of Flight 370 re-programmed the aircraft's autopilot to travel south across the Indian Ocean. Media reports claimed that Malaysian police had identified Captain Zaharie as the prime suspect, if human intervention were eventually proven to be the cause of Flight 370's disappearance. In 2020, Tony Abbott, the Prime Minister of Australia when MH370 disappeared, disclosed in a Sky News documentary: "My very clear understanding, from the very top levels of the Malaysian government, is that from very, very early on, they thought it was murder-suicide by the pilot."

The murder/suicide theory is consistent with the suggestion, by retired British aviation engineer Richard Godfrey, that the flight path of the aircraft could be plotted by analysis of the disruption to Weak Signal Propagation Reporter (WSPR) signals on the day in question. It was reported, in March 2024, that scientists at the University of Liverpool were undertaking a major new study to verify how viable the technology is, and what this could mean for locating the aircraft. However the creator of WSPR, Nobel Prize laureate Joseph Hooton Taylor Jr., has stated: "I do not believe that historical data from the WSPR network can provide any information useful for aircraft tracking". Specifically relating to MH370, Taylor stated: "It's crazy to think that historical WSPR data could be used to track the course of ill-fated flight MH370. Or, for that matter, any other aircraft flight".

Pilot's flight simulator

In 2016, New York magazine wrote that a confidential document from the Malaysian police investigation showed an FBI analysis of the flight simulator's computer hard drive found a route on Captain Zaharie's home flight simulator that closely matched the projected flight over the Indian Ocean and that this evidence had been withheld from the publicly released investigative report. New York wrote as follows:

New York has obtained a confidential document from the Malaysian police investigation into the disappearance of Malaysia Airlines Flight 370 that shows that the plane's captain, Zaharie Ahmad Shah, conducted a simulated flight deep into the remote southern Indian Ocean less than a month before the plane vanished under uncannily similar circumstances. The revelation, which Malaysia withheld from a lengthy public report on the investigation, is the strongest evidence yet that Zaharie made off with the plane in a premeditated act of mass murder-suicide.

[...] The newly unveiled documents [...] suggest Malaysian officials have suppressed at least one key piece of incriminating information. This is not entirely surprising: There is a history in aircraft investigations of national safety boards refusing to believe that their pilots could have intentionally crashed an aircraft full of passengers.

The FBI's findings about the flight simulation were confirmed by the ATSB. News of the simulation was also confirmed by the Malaysian government, but reported as "nothing sinister".

The SATCOM link functioned normally from pre-flight (beginning at 00:00 MYT) until it responded to a ground-to-air ACARS message with an acknowledge message at 01:07. At some time between 01:07 and 02:03, power was lost to the Satellite Data Unit (SDU). The final report stated "it is likely that the loss of communication prior to the diversion is due to the systems being manually turned off or power interrupted to them." Malaysian Prime Minister, Najib Razak, said it was clear that the radar transponders and the flight data transmission system were turned off deliberately by someone trying to hide the plane's position and heading. At 02:25, the aircraft's SDU rebooted itself and sent a log-on request.

United States and Malaysian officials reviewed the backgrounds of every passenger named on the manifest. One passenger, who worked as a flight engineer for a Swiss jet charter company, was briefly under suspicion as a potential hijacker because he was thought to have the relevant "aviation skills".

Two men were found to have boarded Flight 370 with stolen passports, which raised suspicion in the immediate aftermath of its disappearance. The passports, one Austrian and one Italian, had been reported stolen in Thailand within the preceding two years. The two passengers were later identified as Iranian men, one aged 19 and the other 29, who had entered Malaysia on 28 February using valid Iranian passports. They were believed to be asylum seekers, and the Secretary General of Interpol later stated that the organisation was "inclined to conclude that it was not a terrorist incident".

On 18 March, the Chinese government announced that it had checked all of the Chinese citizens on the aircraft and had ruled out the possibility that any were involved in "destruction or terror attacks".

Flight 370 was carrying 10,806 kg (23,823 lb) of cargo, of which four unit load devices (standardized cargo containers) of mangosteens (a tropical fruit) (total 4,566 kg (10,066 lb)) and 221 kg (487 lb) of lithium-ion batteries were of interest, according to Malaysian investigators.: 103, 107-109  According to the head of Malaysian police, Khalid Abu Bakar, the people who handled the mangosteens and the Chinese importers were questioned to rule out sabotage.

The lithium-ion batteries were contained in a 2,453 kg (5,408 lb) consignment being shipped from Motorola Solutions facilities in Bayan Lepas, Malaysia, to Tianjin, China. They were packaged in accordance with IATA guidelines, but did not go through any additional inspections at Kuala Lumpur International Airport before being loaded onto Flight 370; Lithium-ion batteries can cause intense fires if they overheat and ignite, which has occurred on other flights, and has led to strict regulations on transport aircraft.

An analysis by the ATSB comparing the evidence available for Flight 370 with three categories of accidents-an in-flight upset (e.g., stall), a glide event (e.g., engine failure, fuel exhaustion), and an unresponsive crew or hypoxia event-concluded that an unresponsive crew or hypoxia event "best fit the available evidence" for the five-hour period of the flight as it travelled south over the Indian Ocean without communication or significant deviations in its track, likely on autopilot. No consensus exists among investigators on the unresponsive crew or hypoxia theory. If no control inputs were made following flameout and the disengagement of autopilot, the aircraft would likely have entered a spiral dive and entered the ocean within 20 nmi (37 km; 23 mi) of the flameout and disengagement of autopilot.

The analysis of the flaperon showed that the landing flaps were not extended, supporting the spiral dive at high speed theory. In May 2018, the ATSB again asserted that the flight was not in control when it crashed, its spokesperson adding that "We have quite a bit of data to tell us that the aircraft, if it was being controlled at the end, it wasn't very successfully being controlled."

Malaysia's acting Transport Minister Hishammuddin Hussein, who was also the country's Defence Minister (until May 2018), denied the existence of problems between the participating countries, but academics explained that because of regional conflicts, there were genuine trust issues involved in co-operation and sharing intelligence, and that these were hampering the search. International relations experts suggested that entrenched rivalries over sovereignty, security, intelligence, and national interests made meaningful multilateral co-operation very difficult. A Chinese academic made the observation that the parties were searching independently, and it was therefore not a multilateral search effort. The Guardian newspaper noted the Vietnamese permission given for Chinese aircraft to overfly its airspace as a positive sign of co-operation. Vietnam temporarily scaled back its search operations after the country's Deputy Transport Minister cited a lack of communication from Malaysian officials despite requests for more information. China, through the official Xinhua News Agency, urged the Malaysian government to take charge and conduct the operation with greater transparency, a point echoed by the Chinese Foreign Ministry days later.

Malaysia had initially declined to release raw data from its military radar, deeming the information "too sensitive", but later acceded. Defence experts suggested that giving others access to radar information could be sensitive on a military level, for example: "The rate at which they can take the picture can also reveal how good the radar system is." One suggested that some countries could already have had radar data on the aircraft, but were reluctant to share any information that could potentially reveal their defence capabilities and compromise their own security. Similarly, submarines patrolling the South China Sea might have information in the event of a water impact, and sharing such information could reveal their locations and listening capabilities.

Criticism was also levelled at the delay of the search efforts. On 11 March 2014, three days after the aircraft disappeared, British satellite company Inmarsat (or its partner, SITA) had provided officials with data suggesting that the aircraft was nowhere near the areas in the Gulf of Thailand and the South China Sea being searched at the time, and that it may have diverted its course through a southern or northern corridor. This information was not acknowledged publicly until it was released by the Malaysian Prime Minister in a press conference on 15 March. Explaining why information about satellite signals had not been made available earlier, Malaysia Airlines stated that the raw satellite signals needed to be verified and analysed "so that their significance could be properly understood" before it could publicly confirm their existence. Acting Transport Minister Hishammuddin claimed that Malaysian and US investigators had immediately discussed the Inmarsat data upon receipt on 12 March, and that they had agreed to send the data to the US for further processing on two separate occasions. Data analysis was completed on 14 March, by which time the AAIB had independently arrived at the same conclusion.

In June 2014, relatives of passengers on Flight 370 began a crowdfunding campaign on Indiegogo to raise US$100,000 (~$128,704 in 2023)-with an ultimate goal of raising US$5 million-as a reward to encourage anyone with knowledge of the location of Flight 370, or the cause of its disappearance, to reveal what they knew. The campaign, which ended on 8 August 2014, raised US$100,516 from 1,007 contributors.

A month after the disappearance, Malaysia Airlines' chief executive Ahmad Jauhari Yahya acknowledged that ticket sales had declined but failed to provide specific details. This may have partially resulted from the suspension of the airline's advertising campaigns following the disappearance. Ahmad stated in an interview with The Wall Street Journal that the airline's "primary focus...is that we do take care of the families in terms of their emotional needs and also their financial needs. It is important that we provide answers for them. It is important that the world has answers, as well." In further remarks, Ahmad said he was not sure when the airline could start repairing its image, but that the airline was adequately insured to cover the financial loss stemming from Flight 370's disappearance. In China, where the majority of passengers were from, bookings on Malaysia Airlines were down 60% in March.

Malaysia Airlines retired the MH370 flight number and replaced it with MH318 (Flight 318) beginning 14 March 2014. This follows a common practice among airlines to redesignate flights after notorious accidents. As of October 2023, Malaysia Airlines still operates the Kuala Lumpur - Beijing route as MH318, however the airline now flies into Beijing Daxing rather than Beijing Capital.

Malaysia Airlines was given US$110 million (~$139 million in 2023) from insurers in March 2014 to cover initial payments to passengers' families and the search effort. In May, remarks from lead reinsurer of the flight, Allianz, indicated the insured market loss on Flight 370, including the search, was about US$350 million.

In 2017, Malaysia Airlines announced that they are the first airline to sign up for a new service that would track its airplanes anywhere in the world using orbiting satellites.

At the time of Flight 370's disappearance, Malaysia Airlines was struggling to cut costs to compete with a wave of new, low-cost carriers in the region. In the previous three years, Malaysia Airlines had booked losses of: RM 1.17 billion (US$356 million) in 2013, RM433 million in 2012, and RM2.5 billion in 2011. Malaysia Airlines lost RM443.4 million (US$137.4 million) in the first quarter of 2014 (January-March). The second quarter-the first full quarter in the aftermath of Flight 370's disappearance-saw a loss of RM307.04 million (US$97.6 million), representing a 75% increase over losses from the second quarter of 2013. Industry analysts expected Malaysia Airlines to lose further market share and face a challenging environment to stand out from competitors while addressing its financial plight. The company's stock, down as much as 20% following the disappearance of Flight 370, had fallen 80% over the previous five years, in contrast to a rise in the Malaysian stock market of about 80% over the same period.

Many analysts and the media suggested that Malaysia Airlines would need to rebrand and repair its image and require government assistance to return to profitability. The loss of Flight 17 in July greatly exacerbated Malaysia Airline's financial problems. The combined effect on consumer confidence of the loss of Flight 370 and Flight 17, and the airline's poor financial performance, led Khazanah Nasional-the majority shareholder (69.37%) and a Malaysian state-run investment arm-to announce on 8 August its plan to purchase the remainder of the airline, thereby renationalising it. Malaysia Airlines renationalised on 1 September 2015.

Compensation for passengers' next of kin

Lack of evidence in determining the cause of Flight 370's disappearance, as well as the absence of any physical confirmation that the airplane crashed, raises many issues regarding responsibility for the accident and the payments made by insurance agencies. Under the Montreal Convention, it is the carrier's responsibility to prove lack of fault in an accident and each passenger's next of kin are automatically entitled, regardless of fault, to a payment of approximately US$175,000 from the airline's insurance company-amounting to a total of almost US$40 million for the 227 passengers on board.

Soon after the disappearance of Flight 370, Malaysia Airlines offered condolence payments to families of the passengers. In China, the families were offered ¥31,000 (approx. US$5,000) "comfort money", but some rejected the offer. It was also reported that Malaysian relatives received only $2,000. In June 2014, Malaysia's deputy Foreign Minister Hamzah Zainuddin said that families of seven passengers received $50,000 advance compensation from Malaysia Airlines, but that full payout would come after the aircraft was found, or officially declared lost (which later occurred in January 2015).

The Malaysian Prime Minister, Najib Razak, responded to criticism of his government in an opinion piece published in The Wall Street Journal in which he acknowledged mistakes had been made, and said time would show that Malaysia had done its best, had helped co-ordinate the search, and would continue to provide support. Najib went on to emphasise the need for the aviation industry to "not only learn the lessons of MH370 but implement them," saying in closing that "the world learned from Air France Flight 447 but didn't act. The same mistake must not be made again."

Opposition leader Anwar Ibrahim criticised the Malaysian government regarding its response to Flight 370's disappearance and the military's response when Flight 370 turned back over the Malay Peninsula; he called for an international committee to take charge of the investigation "to save the image of the country and to save the country." Malaysian authorities have accused Anwar-who was jailed on contentious charges the day before Flight 370 disappeared-of politicising the crisis. Flight 370's captain was a supporter of Anwar, and the two men were acquainted.

Questioned about why Malaysia did not scramble fighter jets to intercept the aircraft as it tracked back across the Malay Peninsula, acting Transport Minister Hishammuddin noted that it was deemed a commercial aircraft and was not hostile, remarking: "If you're not going to shoot it down, what's the point of sending [a fighter jet] up?" According to former air force pilot major Ahmad Zaidi of RMAF Butterworth, no pilot stays on the base during the night, so the aircraft could not have been intercepted.

The response to the crisis and lack of transparency in the response brought attention to the state of media in Malaysia. After decades of tight media control, during which government officials were accustomed to passing over issues without scrutiny or accountability, Malaysia was suddenly thrust into the spotlight of the global media and unable to adjust to demands for transparency.

On 8 March 2020, six years after the disappearance, two memorial events were held to mark the anniversary. Families of MH370 passengers called for a new search for the flight in a bid to seek closure. Malaysia's former Transport Minister Anthony Loke had attended one of the events, expressing regret at being unable to table the compensation documents at the Cabinet level as per his original intent. The families hoped that the new Transport Minister Wee Ka Siong could expedite the compensation matters.

Malaysia's transport ministry secretary-general, Datuk Isham Ishak, stated that he had already submitted a request to meet the Prime Minister ( Muhyiddin Yassin) the following week of 15 to 22 March so that he could present the paper on compensation for the families of MH370 victims, and that the ministry would also continue to seek support from the new government to resume the search for the missing aircraft.

Chinese Deputy Foreign Minister Xie Hangsheng reacted sceptically to the conclusion by the Malaysian government that the aircraft had gone down with no survivors, demanding on 24 March 2014 "all the relevant information and evidence about the satellite data analysis", and said that the Malaysian government must "finish all the work including search and rescue." The following day, Chinese president Xi Jinping sent a special envoy to Kuala Lumpur to consult with the Malaysian government over the missing aircraft.

In the days following the disappearance of Flight 370, relatives of those on board became increasingly frustrated at the lack of news. On 25 March 2014, around two hundred family members of the Chinese passengers protested outside the Malaysian embassy in Beijing. Relatives who had arrived in Kuala Lumpur after the announcement continued with their protest, accusing Malaysia of hiding the truth and harbouring a murderer. They also wanted an apology from the Malaysian government for its poor initial handling of the disaster and its "premature" conclusion of total loss, drawn without any physical evidence. An op-ed in state media outlet China Daily said that Malaysia was not wholly to be blamed for its poor handling of such a "bizarre" and "unprecedented crisis," and appealed to the Chinese relatives not to allow emotions to prevail over evidence and rationality.

The Chinese ambassador to Malaysia defended the Malaysian government's response, stating that the "radical and irresponsible opinions [of the relatives] do not represent the views of Chinese people and the Chinese government". The ambassador also strongly criticised Western media for having "published false news, stoked conflict and even spread rumours" to the detriment of relatives and of Sino-Malaysian relations. On the other hand, a US Department of Defense official criticised China for what he perceived as providing apparently false leads that detracted from the search effort and wasted time and resources.

In July 2019, Beijing-based family members of some MH370 victims received notice from Malaysia Airlines that from July 2019 onwards, MAS would discontinue the "Meet the Families" discussion sessions in Beijing, China. This came after around 50 sessions had taken place.

Some Chinese citizens boycotted all things Malaysian, including holidays and singers, in protest of Malaysia's handling of the Flight 370 investigation. Bookings on Malaysia Airlines from China, where the majority of passengers were from, were down 60% in March. In late March, several major Chinese ticketing agencies- eLong, LY.com, Qunar, and Mango-discontinued the sale of airline tickets to Malaysia and several large Chinese travel agencies reported a 50% drop in tourists compared to the same period the year before. China was the third-largest source of visitors to Malaysia prior to Flight 370's disappearance, accounting for 1.79 million tourists in 2013. One market analyst predicted a 20-40% drop in Chinese tourists to Malaysia, resulting in a loss of 4-8 billion yuan (RM2.1-4.2 billion; US$0.65-1.3 billion).

The boycotts were largely led or supported by celebrities. Film star Chen Kun posted a message to Weibo-where he had 70 million followers-stating that he would be boycotting Malaysia until its government told the truth. The post was shared over 70,000 times and drew over 30,000 comments. More than 337,000 people retweeted a tweet from TV host Meng Fei which said that he would join the boycott.

China and Malaysia had previously nominated 2014 to be the " Malaysia-China Friendship Year" to celebrate 40 years of diplomatic relations between the two countries.

The fact that a modern aircraft could disappear in a digitally connected world was met with surprise and disbelief by the public. While changes in the aviation industry often take years to be implemented, airlines and air transport authorities responded swiftly to take action on several measures to reduce the likelihood of a similar incident.

The International Air Transport Association (IATA)-an industry trade organisation representing more than 240 airlines (accounting for 84% of global air traffic)-and the ICAO began working on implementing new measures to track aircraft in flight in real time. The IATA created a task force (which included several outside stakeholders) to define a minimal set of requirements that any tracking system must meet, allowing airlines to decide the best solution to track their aircraft. The IATA's task force planned to come up with several short-, medium-, and long-term solutions to ensure that information is provided in a timely manner to support search, rescue, and recovery activities in the wake of an aircraft accident. The task force was expected to provide a report to the ICAO on 30 September 2014, but announced on that date that the report would be delayed, citing the need for further clarification on some issues. In December 2014, the IATA task force recommended that, within 12 months, airlines track commercial aircraft in no longer than 15-minute intervals. The IATA itself did not support the deadline, which it believed could not be met by all airlines, but the proposed standard had the support of the ICAO. Although the ICAO can set standards, it has no legal authority, and such standards must be adopted by member states.

In May 2014, Inmarsat said that it would offer its tracking service for free to all aircraft equipped with an Inmarsat satellite connection (which includes the vast majority of commercial airliners). Inmarsat also changed the time period for handshakes with its terminals from one hour to 15 minutes.

There was a call for automated transponders after the terrorist attacks of 11 September 2001; no changes were made because aviation experts preferred flexible control, in case of malfunctions or electrical emergencies. In the aftermath of Flight 370's disappearance, the air transport industry was still resistant to the installation of automated transponders, which would likely entail significant costs. Pilots also criticised changes of this kind, insisting on the need to cut power to equipment in the event of a fire. Nonetheless, new types of tamper-proof circuit breakers were being considered.

Detection of the acoustic signal from the ULBs must be made below the thermocline and within a maximum range, under nominal conditions, of 2,000-3,000 m (6,600-9,800 ft). With a ULB battery life of 30-40 days, searching for the important flight recorders is very difficult without precise coordinates of the location at which the aircraft entered the water.

The intensive and urgent search for the flight recorders in early April 2014, due to the 30-day battery life of the underwater locator beacons (ULBs) (or "pingers") attached to them, drew attention to their inherent limitations. The maximum distance from the ULBs at which the signal can be detected is normally 2,000-3,000 m (6,600-9,800 ft), or 4,500 m (14,800 ft) under favourable conditions. Even if the flight recorders are located, the cockpit voice recorder memory has the capacity to store only two hours of data, continuously recording over the oldest data. This storage capacity complies with regulations, which take account of the fact that it is usually only the data recordings from the last section of a flight that are needed to determine the cause of an accident. However, the events that led to Flight 370 diverting from its course, before disappearing, took place more than two hours before the flight ended. Given these shortcomings, and the importance of the data stored on flight recorders, Flight 370 has brought to attention new technologies that enable data streaming to the ground.

A call to increase the battery life of ULBs was made following the unsuccessful initial search in 2009 for the flight recorders on Air France Flight 447, which were not located until 2011. A formal recommendation that the ULB design be upgraded to offer a longer battery life, or to make the recorders ejectable, had been included in the final report of the board of inquiry into the loss of South African Airways Flight 295 over the Indian Ocean in 1987, but it was not until 2014 that the ICAO made such a recommendation, with implementation required by 2018. The European Aviation Safety Agency (EASA) issued new regulations that require the transmitting time of ULBs fitted to aircraft flight recorders to be increased from 30 to 90 days, to be implemented by 1 January 2020. The agency has also proposed that a new underwater locator beacon with a greater range of transmission should be fitted to aircraft that fly over oceans. In June 2015, Dukane, a manufacturer of underwater locator beacons, began selling beacons with a 90-day battery life.

In March 2016, the ICAO adopted several amendments to the Chicago Convention in order to address issues raised by the disappearance of Flight 370. These affected aircraft manufactured after 2020, requiring cockpit voice recorders to record at least 25 hours of data, to ensure that all phases of a flight are recorded. Aircraft designs approved after 2020 must incorporate a means of recovering the flight recorders, or the information contained on them, before the recorders sink below the water. This provision is performance-based so that it can be accomplished by different techniques, such as streaming flight recorder data from a stricken aircraft, or using flight recorders that eject from the aircraft and float on the surface of the water. The new regulations do not require modifications to be made to existing aircraft.

In January 2015, the U.S. National Transportation Safety Board cited Flight 370 and Air France Flight 447 when it issued eight safety recommendations related to locating aircraft wreckage in remote or underwater locations, and repeated recommendations for a crash-protected cockpit image recorder and tamper-resistant flight recorders and transponders.

The disappearance of Malaysia Airlines Flight 370 has been described as "one of the biggest mysteries in modern aviation history".

Several documentaries have been produced about the flight. The Smithsonian Channel aired a one-hour documentary on 6 April 2014, titled Malaysia 370: The Plane That Vanished, and the Discovery Channel broadcast a one-hour documentary about Flight 370 on 16 April 2014, titled Flight 370: The Missing Links.

On 17 June 2014, an episode of the television documentary series , titled "Where Is Flight MH370?" was broadcast on BBC Two. The programme, narrated by Amanda Drew, documents how the aircraft disappeared, what experts believe to have happened to it, and how the search has unfolded. It also examines new technologies, such as flight recorder streaming and automatic dependent surveillance - broadcast (ADS-B), which may help prevent similar disappearances in the future. The programme concludes by noting that Ocean Shield had spent two months searching 850 km ² (330 sq mi) of ocean, but that it had searched far to the north of the Inmarsat "hotspot" on the final arc, at approximately 28 degrees south, where the aircraft was most likely to have crashed. On 8 October 2014, a modified version of the Horizon programme was broadcast in the U.S. by PBS as an episode of , titled "Why Planes Vanish", with a different narrator.

The aviation disaster documentary television series (also known as Air Crash Investigation and Air Emergency) produced an episode on the disaster, titled " What Happened to Malaysian 370?". The episode aired in the UK on 8 March 2015, the first anniversary of Flight 370's disappearance. In August 2018, the television series Drain the Oceans, which airs on the National Geographic channel, highlighted the disaster, the methods used in the search, and the potential discoveries.

Panoply made a podcast story loosely based on the disappearance of MH370, called "Passenger List". Kelly Marie Tran played the lead character.

Jeff Rake, creator of the NBC show , said that after he had pitched his idea for the show without any success, the MH370 disappearance led to the TV network's sudden interest.

The first work of fiction about the incident was MH370: A Novella, by New Zealand author Scott Maka.

In 2022, a three-part documentary series, titled MH370: The Lost Flight, was released.

On the ninth anniversary of the flight's disappearance, 8 March 2023, a three-part docuseries, MH370: The Plane That Disappeared premiered on Netflix.

In 2023, American comedian Jocelyn Chia was investigated by Malaysian police for breaching Malaysian laws relating to incitement and offensive online content, after making a joke about the flight at Comedy Cellar in New York City. Acryl Sani Abdullah Sani, chief of the Malaysian police, said an application would be filed to Interpol to find Chia's "full identity" and "latest location". A video of her stand-up performance was removed from TikTok for violating the platform's hate speech guidelines. The Singaporean ambassador to Malaysia stated that Chia (who grew up in Singapore) did not speak for Singaporeans. Vivian Balakrishnan, Singaporean Foreign Minister, called Chia's joke "horrendous statements". Chia stood by the joke, stating that it was being "taken out of context" and had been performed over 100 times without complaints before.

1. MH is the ^ IATA designator and MAS is the ICAO airline designator. The flight was also marketed as China Southern Airlines Flight 748 (CZ748/CSN748) through a codeshare agreement.

2. The aircraft is a Boeing 777-200ER (for Extended Range) model; Boeing assigns a ^ unique customer code for each company that buys one of its aircraft, which replaces part of the model number at the time the aircraft is built. The code for Malaysia Airlines is "H6", hence "777-2H6ER".

3. ^ The manifest initially released by Malaysia Airlines listed an Austrian and an Italian. These were subsequently identified as two Iranian nationals who boarded Flight 370 using stolen passports.

4. Responsibility for air traffic control is partitioned geographically, by international agreements, into ^ flight information regions (FIRs). Although the airspace at the point where Flight 370 was lost is part of the Singapore FIR, the Kuala Lumpur ACC had been delegated responsibility to provide air traffic control services to aircraft in that part of its FIR.

5. The interim report released by Malaysia during March 2015 states: "All the primary aircraft targets that were recorded by the DCA radar are consistent with those of the military data that were made available to the Investigation Team." The report does not ^ explicitly state that the unidentified aircraft was Flight 370.

6. The 7th arc is a line on the map of possible positions where the aircraft went down due to fuel exhaustion. It corresponds to the seventh and final handshake with the tracking satellite at 08:19.

7. ^ The agency's name changed on 1 July 2015. It was previously known as the Defence Science and Technology Organisation.

8. ^ The timing of the log-on interrogation message is determined by an inactivity timer, which was set to one hour at the time of Flight 370's disappearance (it was later reduced to 15 minutes).

9. Information released and reported publicly about SATCOM transmissions from Flight 370 have been inconsistent, especially the use of the terms "ping" and "handshake". It was initially reported as six "handshakes" or "pings" with one "partial handshake or ping" sent at 00:19 UTC by Flight 370, unprovoked by the ground station. The events listed may consist of several "transmissions" between the aircraft and ground station over the course of a few seconds. A readable copy of the ground station log of transmissions to and from Flight 370 is available ^ online

10. Examples: ^
* Malaysia Airlines' chief executive, Ahmad Jauhari Yahya, initially said air traffic control was in contact with the aircraft two hours into the flight, when in fact the last contact with air traffic control was less than an hour after takeoff.
* Malaysian authorities initially reported that four passengers used stolen passports to board the aircraft before settling on two: one Italian and one Austrian.
* Malaysia abruptly widened the search area to the west on 9 March, and only later explained that military radar had detected the aircraft turning back. This was later formally denied by Rodzali Daud.
* Malaysian authorities visited the homes of pilot Zaharie and co-pilot Fariq on 15 March, during which they took away a flight simulator belonging to Zaharie. Malaysian police chief Khalid Abu Bakar said this was the first police visit to those homes. On 17 March, the government contradicted this by saying police first visited the pilots' homes on the day following the flight's disappearance, although this had been previously denied.
* On 16 March, Malaysia's acting transport minister contradicted the prime minister's account on the timing of the final data and communications received. Najib Razak had said that the ACARS system was switched off at 01:07. On 17 March, Malaysian officials said that the system was switched off sometime between 01:07, time of the last ACARS transmission, and 01:37, time of the next expected transmission.
* Three days after saying that the aircraft was not transporting anything hazardous, Malaysia Airlines' chief executive Ahmad said that potentially dangerous lithium batteries were on board.
* MAS chief executive initially claimed that the last voice communication from the aircraft was, "all right, good night", with the lack of a call sign fuelling speculation that the flight may have been hijacked. Three weeks later Malaysian authorities published the transcript that indicated the last words were "Good night Malaysian three seven zero".

11. The exact amount of this compensation is 113,100 ^ special drawing rights. Using the official exchange rates on 16 July 2014, this is worth approximately: RM557,000; ¥1,073,000; US$174,000; €129,000; or £102,000.

12. In March 2014, a petition for ^ discovery was filed in a US court by a law firm, not representing relatives of families, against Boeing and Malaysia Airlines. It sought to obtain the names of manufacturers of aircraft parts along with maintenance records. It was reported in the media as a lawsuit or that Malaysia Airlines was being sued.

13. ^ Regulations required ULBs to transmit a minimum of 30 days. The ULBs on the flight recorders on Flight 370 had a minimum 30-day battery life after immersion. The ULB manufacturer predicted the maximum battery life was 40 days after immersion.

1. ^ "New missing Malaysian plane MH370 search area announced". BBC News. 26 June 2014. Archived from the original on 8 July 2014. The search for the missing airliner is already among most expensive in aviation history.

2. ^ Pearlman, Jonathan (29 May 2014). "MH370 search becomes most expensive aviation hunt in history, yet still no clues". The Telegraph. Archived from the original on 10 January 2022.

3. ^ 浦东机场滑行跑道内东航马航两飞机剐蹭 [Two planes of Eastern Airlines Malaysia Airlines in the taxiway of Pudong Airport] (in Chinese). Xinhua News Agency. 10 August 2012. Archived from the original on 24 March 2014.

4. ^ Dunne, John (8 March 2024). "'Extra fuel' twist in missing flight MH370 riddle". Evening Standard.

5. ^ "MH370 Passenger Manifest" (PDF) (Press release). Malaysia Airlines. 8 March 2014. Archived from the original (PDF) on 8 March 2014.

6. ^ "Malaysia Airlines 2Q loss widens. Restructuring is imminent but outlook remains bleak". CAPA Centre For Aviation. 28 August 2014. The only significant cut MAS implemented in 2Q2014 was on the Beijing route, which is now served with one daily flight. (MH370 was one of two daily flights MAS had operated to Beijing.)

7. ^ "How could Australian radar miss flight MH370?". Special Broadcasting Service. 26 March 2014. Archived from the original on 19 March 2017.

8. ^ "JORN FAQ" (PDF). airforce.gov.au. 26 May 2016. p. 4. Archived from the original (PDF) on 14 September 2016. Based on the time of day that MH370 disappeared, and in the context of peacetime tasking, JORN was not operational at the time of the aircraft's disappearance.

9. ^ "Malaysia Airlines flight MH370: Distraught families told by text message to assume 'beyond doubt no one survived'". The Independent. 24 March 2014.

10. ^ Pearlman, Jonathan (3 June 2014). "Malaysia Airlines plane search: British yachtswoman 'saw MH370 on fire'". The Telegraph. Archived from the original on 10 January 2022.

11. "US company resumes search for missing flight MH370". The Telegraph. Associated Press. 7 January 2018. ISSN 0307-1235. Archived from the original on 10 January 2022.

12. ^ Kelly, Cait (7 March 2023). "Families of MH370 victims' push for another search as technology firm says it has new evidence". The Guardian. ISSN 0261-3077. Archived from the original on 31 March 2023.

13. ^ 'The search must go on': Malaysian government 'committed' to finding MH370, archived from the original on 4 March 2024

14. ^ Liow, Tiong Lai (22 March 2016). "New Debris Located in South Africa" (Media statement). Ministry of Transport (Malaysia). Archived from the original on 4 November 2018.

15. ^ Palin, Megan (1 December 2018). "'Massive breakthrough': Flight MH370 'crashed violently'". Cairns Post.

16. Prime Minister's Department (Malaysia) (25 March 2014). "Information provided to MH370 investigation by UK Air Accidents Investigation Branch (AAIB)". Department of Civil Aviation Malaysia. Archived from the original on 6 April 2014.

17. ^ Ashton, Chris; Bruce, Alan Shuster; Colledge, Gary; Dickinson, Mark (14 September 2014). "The Search for MH370". The Journal of Navigation. 68: 1-22. doi:10.1017/S037346331400068X.

18. ^ Kadri, Usama (2 May 2024). "Underwater acoustic analysis reveals unique pressure signals associated with aircraft crashes in the sea: revisiting MH370". Scientific Reports. 14 (1): 10102. Bibcode:2024NatSR..1410102K. doi:10.1038/s41598-024-60529-1. ISSN 2045-2322. PMC . PMID 38698079.

19. ^ Dehghan, Saeed Kamali (11 March 2014). "Iranians travelling on flight MH370 on forged passports 'not linked to terror'". The Guardian. Archived from the original on 30 March 2014.

20. ^ Mader, Ian (18 March 2014). "MH370: Further confusion over timing of last words". . MediaWorks New Zealand. Archived from the original on 9 April 2014.

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Malaysia Airlines Flight 370 - Wikipedia

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Malaysia Airlines Flight 370 ( MH370/ MAS370) was an international passenger flight operated by Malaysia Airlines that disappeared from radar on 8 March 2014, while flying from Kuala Lumpur International Airport in Malaysia to its planned destination, Beijing Capital International Airport in China. It has not been determined what caused its disappearance.

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IDEOLOGY

Definition :
An ideology is a set of beliefs, values, and principles that inform an individual's or group's perceptions, attitudes, and actions. Ideologies shape the way people think about and interact with the world, and they often provide a framework for understanding and making sense of events and experiences.

Ideologies can be thought of as organized systems of beliefs that address fundamental questions about the nature of society, the role of individuals within society, and the political, economic, and social institutions that govern people's lives. Examples of ideologies include conservatism, liberalism, socialism, fascism, and anarchism.

Connection :

Ideology can also impact the formation of political parties, social movements, and cultural groups. Ideologies can serve as a unifying force, bringing people together around a common set of beliefs and values. For example, a political party may be based on a particular ideology, such as conservatism or liberalism, and may strive to implement policies that align with that ideology.

Ideology can also be a source of division and conflict. People may have conflicting ideologies, which can lead to disagreement, debate, and even violence. For example, a society with a liberal ideology may have different views on issues such as individual rights and government intervention than a society with a conservative ideology.

In short, ideology is a powerful force that can shape our beliefs, attitudes, and actions, and can impact the formation of political, social, and cultural groups. It is important to understand one's own ideologies and to be aware of the ideologies of others in order to engage in informed and productive conversations and decision-making.

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ANCIENT WISDOM

Definition :
The use of ancient wisdom as a red flag often indicates a resistance to change and a disregard for critical thinking and examination. It is important to approach all beliefs and practices, ancient or not, with an open mind and a willingness to question and evaluate them in light of new information and evidence.

Connection :
Once upon a time, there was a wealthy merchant who lived in a small village. One day, he came across a wise old sage who offered to sell him a magic potion that would grant him unlimited wealth and success. The merchant, eager for wealth and success, eagerly bought the potion and drank it.

Immediately, the merchant's wealth and success multiplied. He became the richest man in the village and his business prospered beyond his wildest dreams. But as time passed, the merchant began to realize that his newfound wealth and success came with a heavy price. He was always working, never taking a break or enjoying life's pleasures. He became greedy, selfish, and isolated from his friends and family. He had become a slave to his wealth and success.

One day, the sage reappeared and offered to sell the merchant a second potion that would restore his happiness. The merchant, realizing the error of his ways, eagerly bought the potion and drank it. The potion worked, and the merchant was filled with joy and contentment once again. But as he looked back on his life, he realized that the two potions were not magic potions at all. The first potion represented the temptation of wealth and success, while the second potion represented the importance of living a balanced life and being true to oneself.

The moral of the story is that wealth and success should never come at the cost of one's happiness, health, and relationships. The red flag in this story is the temptation of wealth and success, which can lead to greed and a distorted sense of priorities.

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"We are invited once again to revisit the time honored Teachings, and to embrace the old ways in order to renew our connection to the Sacred Teachings. We need this old knowledge in our lives to live in these modern times of technology."

So began a PowerPoint presentation by Chi-Ma'iingan/Great Wolf (Larry Stillday)-aided by wife Violet-at the 8th Annual Drug and Gang Summit held at Seven Clans Casino and Event Center on February 11 to 13, 2014.

"A long time ago, we were given everything we need to live a good life," he said. "We are taught that we originated from the Earth and that the Earth is the Great Mother of all, She provides us with everything we need to survive in this life."
The Cycle of Life
"Everything was put in place for our earth walk," said Stillday. "Our earth walk begins when our spirit enters our physical body from the direction of the East. The traditional way of teaching was by example, experience and storytelling. Learning is a continuous process from birth to death."

Stillday says that there are many lessons we can learn from the natural world, because that's where the Great Spirit put all the lessons we need to fulfill our earth walk. We were given everything to live a good life.

"When we put our frame of reference of thinking on our Earth Mother, and look deep into nature, we have a better understanding of everything," he said. "When we connect with the 'animal guides,' they help us to be a better person, and to be healthier spiritually, emotionally, physically and mentally. This enables us to see the world...and everything in it...with clarity and better understanding. We need to plug into the earth!"

"The Circle is one of the strongest symbols in nature," declared Chi-Ma'iingan, "and symbolism is a powerful language, that we were given to understand and communicate, with spiritual concepts and truths. Our Ancestors always engaged in ceremonies as a way of honoring all of life; they thrived on symbolism to help them see the world in terms of circles and cycles. Like them, we too can use the same frame-work of symbolism to incorporate the circular and spiral energies."

"The Medicine Wheel is the symbol we use to express and represent the meaning of life, and meaning provides us with purpose and understanding. The symbol of the circle holds a special place of importance in our belief system. There is no hierarchy in a circle, it's about equality."
Ceremonies Are Our First Duty
"The greatest wisdom is in simplicity." he said. "It is not complex or elaborate and is encoded in our DNA. Everything we need is within, therefore we are programed for ceremonies and rituals, which is our inheritance from our Ancestors.

When we quit doing our ceremony something else comes in, fills the gap. But when we engage in our ceremonies, we awaken and affirm our innate wisdom and we invoke our ability to heal mind, body, heart and spirit. We are born into the natural rhythm of the Universe...and Mother Earth...which connects us with our own natural rhythm, and with Nature. The great teachers have always said, 'when we find our heart, we will find our way.'"

"For us to live Mino-Bimaadiziwin (the Good Life), we need to return to the Teachings and our way of understanding. The Mino-Bimaadiziwin Principles provide the outline of what it means to live and learn as Anishinaabeg," declared Stillday.
The Seven Natural Laws of Life, also called the Seven Grandfather Teachings
Stillday says that the Aadizookaanaan (Sacred Stories) tell us the Great Spirit gave the Seven Grandfathers...who are very powerful spirits...the responsibility to watch over the people.

"The Teachings of the Seven Grandfathers were given to us early in our history. They are teachings about human conduct towards others," said Stillday. "The teachings are important and have long been a part of our language. They have been handed down to us through generations. They are gifts or blueprints for living a good life. Each teaching is a gift of knowledge for the learning of values and living by those values. They were given to us in order to develop the spiritual aspect of self, and to teach us the importance for understanding who we are. The teachings were then, and still are, what we need for our families and our communities to survive and thrive."

"All of our feelings, thoughts and actions are a combination of one or more...or even all...of the Seven Teachings," said Stillday. "The Teachings remind us of the need for balance in the world, and the balance we must strive for everyday within ourselves. The teachings offer direction for all who wish to have a balanced and peaceful life."

"Our wisdom keepers say, we are to use all these laws together in our lives and NOT to pick and choose between them," said Stillday, "because to pick and choose one, will only work the opposite way of what is intended. When we break one law, we break all of them because they all work together in balance. When we break one law of the Great Spirit we not only break the law with the Great Spirit, we break the law with our selves, our families and our communities."

"Each law honors the basic virtue necessary for a full and healthy life. The teachings honor spiritual laws that help us connect to the land," he said.
Each Teaching Is Represented by an Animal
"The Seven Grandfather Teachings are Intended to work in a Circle, equally together," said Stillday. "The Circle has always been an important part of our everyday lives. Everyone and everything in the circle is equal, as well as interconnected, which helps us to have a strong sense of family and community."

"The teachings emphasize the importance of respect for all," says Stillday. "Animals are here to help man. The animals taught us how to live close to the earth...and that connection we have with them...instilled the respect for all of life. Each animal offers a special gift and understanding of how we are to live our lives on Mother Earth."
Nbwaakaawin (Wisdom) Is Represented by Amik (Beaver)
Amik represents determination, strong will, a gatherer and accomplishment. To cherish knowledge is to know Wisdom. We were given Wisdom in order to better our lives through knowledge. To know Wisdom is to know that the Great Spirit gave everyone special gifts to be used to build a strong family and a healthy community. Developing a strong family and a community is entirely dependent on the gifts given to each individual by the Great Spirit, and how we use those gifts.

Amik uses its sharp teeth to cut trees and branches to build dams. This is a gift it received from the Creator. Amik teaches us the lesson of Wisdom in the way it uses its teeth or gift to build its lodges for its family; if it doesn't use its teeth, they will continue to grow and become useless, making it difficult to sustain its life. It is the same way for us. If we let our own spirit go weak, it will not be able to fulfil its use. Like the beaver if we use our gifts properly, they will greatly contribute to the development of a healthy family and community.
Zaagiidiwin (Love) Is Represented by the Migizi (Bald Eagle)
Migizi was chosen by the Great Spirit to represent this teaching. To know true Love is to know the Great Spirit. To have Love is to know peace. The Love we give the Great Spirit is expressed through the love of one's self. It has been said that if you don't love yourself, you cannot love others.

Love is something we must have because our spirit feeds on it; without it we become weak, our self-esteem becomes weak. Without Love our courage fails, and without Love we will not be able to look at the world with confidence. But with Love, we are creative, and live with endless energy, and with it...and it alone...we are more able to sacrifice for others.
Minaadendimowin (Respect) Is Represented by Mashkode Bizhiki (Buffalo/Bison)
To honor all of Creation is to have Respect. The attributes of the Mashkode Bizhiki are: Sacredness, abundance, stamina, sacrifice and provider. The giving of its life showed the deep Respect it had for the people. Its gift provided shelter, clothing, and utensils for daily living. It established a sustainable relationship resulting in an expression of True Respect.

The essence of respect is to give. To show respect to life is to give of yourself. You must give respect if you wish to be respected. Accepting everyone without judgment is the way respecting the Great Spirit works.
Aakwade'ewin (Bravery or Courage) Is Represented by Makwa (Bear)
Bravery is facing the most difficult situation with integrity. Although gentle by nature, Makwa will become ferocious if her cubs are approached which teaches a true definition of Bravery. Makwa teaches us the lesson that, in order to have the mental and moral strength to overcome our fears, that prevent us from living our true spirit...is the greatest challenge we must meet. It must be met with the same intensity as the mother bear protecting her cubs. Living of the heart and spirit is difficult, but Makwa's example shows us how to face danger to achieve our goals.

Makwa represents Courage through its strength and natural ability to overcome the challenges it faces. A mother bear will stand up against a much stronger male bear or other threats to protect her cubs. Just as the bear hibernates during the winter and awakes in the spring, we too need rest and rejuvenation. Makwa teaches us the lesson about how to live a balanced life, and a time to be playful and a time to be assertive and courageous. Makwa calls us to awaken our full potential and to stand up for what we believe.
Gwekwaadizwin (Honesty) Is Represented by Masabe (Sasquatch or Big Foot)
Masabe represents the essence of Honesty. Masabe reminds us about the importance of being Honest with each other, and Honesty in facing difficult situations bravely. To be truly Honest is to keep the promises made to the Great Spirit, to others, and to one's self.

Honesty means being an honorable person free of fraud and deception. The Elders say: "The highest honor that can be given to a person is someone saying, 'there goes an Honest person who can be trusted.'"
Dabbadendiziwin (Humility) Is Represented by Ma'iingan (Wolf)
Humility is to know yourself as a Sacred part of Creation. Ma'iingan represents loyalty, perseverance and intuition. Recognizing and acknowledging there is a power greater than ourselves is to be truly Humble. The expression of Humility is shown through the consideration of others before ourselves. We are to never consider ourselves to be superior or inferior to anyone.

In nature, Ma'iingan is the teacher of Humility. Ma'iingan will bow its head, not out of fear but out of Humbleness, in our presence. When Ma'iingan hunts for food, it will take it back to the den for the others before it eats. Each Ma'iingan has a place in the whole and yet maintains its individual personality.
Debwewin (Truth) Is Represented by Mikinaak (Turtle)
To know Truth is to know and understand all seven of the original Grandfather Teachings and remain faithful to all of them. The shell of Mikinaak represents the body of real events as created by the Great Spirit, and serves as a reminder of the Creator's will and teachings.

There are 13 markings on the back of Mikinaak which represent the 13 moons, which represents the Truth of one cycle of the earth's rotation around the sun, and the four seasons. There are also 28 markings that represent the cycle of one moon. Mikinaak was present at the time the Seven Grandfather Teachings were given. It is Mikinaak's responsibility to ensure that they will never be lost or forgotten.
How Do We Live Right?
"The teachings are not ancient, they never went away, so we ask...who moved? We need these Teachings now more than ever. Following the Teachings leads to well-being and onto a good path in life. The Wisdom Keepers say, to heal the Nation we must first heal the individual, family then community. And it's for anybody and everybody."

"The teachings are meant to work together, that's why they are in a Circle. If they were linear, they become a memory. When we break one heart, we break them all, as they are interconnected. If you don't have balance, you are part of the problem, because it's an interconnected system. The Teachings help us find that balance."

"The Spirits come out at certain times of the year, they look to the left and to the right. They are looking for ceremony. They come back to see if we are awake. We need the medicine of 'living right.' Manidoog are looking for the ceremony by the Lake. When they see that, that's when the teaching comes."

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Ancient Wisdom for Modern Times: The Seven Teachings

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"We are invited once again to revisit the time honored Teachings, and to embrace the old ways in order to renew our connection to the Sacred Teachings. We need this old knowledge in our lives to live in these modern times of technology."

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 : 23 Types of Advertising Appeals Most Commonly Used by Brands

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APPEAL TO AUTHORITY

Definition :
Appeal to authority is a logical fallacy in which an argument is presented as true solely because an authority figure or expert says it is true. This type of argument is considered fallacious because simply invoking the opinion of an expert or authority figure does not necessarily make the argument true or accurate.

For example, consider the statement "The Earth is flat because a well-known scientist said so." In this case, the speaker is using an appeal to authority by invoking the authority of a scientist to support their argument. However, the fact that a scientist made the statement does not automatically make it true or accurate. The argument should be evaluated based on the evidence and reasoning provided, not just on the credibility of the speaker.

Connection :

1. Politicians citing the opinions of economists to support their policies without providing any data or analysis to back up their claims.

2. People accepting the claims of a celebrity endorsement without considering the evidence behind the product or service being endorsed.

3. A doctor advising a patient to undergo a certain medical procedure simply because it is a common practice, without considering the individual case and possible alternative treatments.

4. A student using the statements of a well-known author to support their essay, without considering the credibility of the source or the context of the quotes.

These incidents highlight the importance of critical thinking and the need to assess the validity of arguments and evidence, regardless of the source

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How do ads always manage to tug on our heartstrings or provoke some kind of feeling that makes us want to take action? It's all about the types of advertising appeals used to grab the viewer's attention.

We've all shed a tear at the animal adoption commercials, and it's because they're using an emotional advertising appeal to really get their audience on their side.

There are two main categories of advertising appeals for you to incorporate into your designs - emotional appeals and rational appeals.

We've covered 23 types of advertising appeals that fall into each of these two categories and even included at least one example for each one so that you can see how they've been used in the real world.

Find your favorite advertising appeal and get started creating your graphic, video or animation to share with your own audience.

And if you prefer to watch a video to learn about each of these appeal types, you're in luck! We've created a video version of this blog post just for you. Click here to view the video or scroll down to the end of the post.

Emotional Advertising Appeals

Appealing to your audience's emotions can be achieved through strong imagery, impactful text or powerful music. An emotional advertising appeal depends more on feelings and perceptions than logic or reason to provoke action.

1 Personal Appeal

This print ad by Gillette not only uses mixed media to catch attention (spy those sandpaper swatches incorporated into the ad), but also appeals to personal concerns of fathers.

The ad states that research shows how important skin-to-skin contact is for infants, and questions what kind of razor-smooth finish they want to share. While the ad is directed at new fathers, those without children will still understand the message.

2 Social Appeal

People are motivated by what others are doing. In this IKEA ad, there's a clear reference to the insanely popular TV show Game of Thrones. This year, the head costume designer for the show revealed how Jon Snow's cape is actually made from affordable IKEA rugs.

The ads appeals to consumers' need to feel part of something or included: Even the Game of Thrones tries to stay within budget by shopping at IKEA, like everyone else.

3 Humor Appeal

Humor can bring relief to what might otherwise be a mundane and expected ad. The right type of humor will grab attention for organic engagement from your audience.

It's important to note that humor can also be risky, so businesses really have to know themselves and their audience before committing to something that could bring negative attention should there be a misunderstanding.

Virgin Mobile is always pushing the boundaries with sexually-charged jokes, and this bus humor is right up their advertising alley.

4 Fear Appeal

Using strong visuals, ads can draw on hidden fears. Some ads draw on personal fears, while others draw on a sense of loss. In this graphic ad, fear of losing something awesome may motivate people to take action and help save the forests.

5 Sexual Appeal

One of the best known advertising appeals is that sex sells. People use sexy models and "sexy" product shots that will make the viewer emotionally excited. From Victoria's Secret to Hardees, brands have used unabashed sex appeal to sell products and services.

Because this is often an abused appeal in ads, companies like Hardees have changed course with a "Food Not Boobs" campaign.

Brands like Calvin Klein and Levi Jeans, focus on a more grounded sexiness to show the value of their product (which makes more sense than trying to sell sexy fast food).

6 Romantic Appeal

A sense of romance can take people back to a nostalgic moment that evokes emotion. Romance does not necessarily have to do with relationships, but rather a sense of powerful feeling that is inspiring and idealized.

This Lowe's ad may show a romantic relationship, but it is the sweet nostalgia of the two childhood sweethearts that really draws viewers into the storyline and the value of what Lowe's products offer: building a home, not just fixing up a house.

7 Endorsement Appeal

We all know that many of the professional athletes, actors, actresses and celebrities that push products aren't necessarily an important part of the product, but the effect is still felt.

Mila Kunis doesn't have much to do with Jim Beam's brewing process, but she's a strong endorser of the product. Beautiful and believably familiar with her whiskey, the actress puts her stamp on the brand and adds authority without being in the industry herself.

Celebrities, athletes and big-name influencers are used quite often to endorse products in order to stir popularity despite having nothing (or little) to do with their creation, direction or knowledge of the industry.

The ad world (or sports world) may never forget how Joe Namath endorsed pantyhose he admittedly did not use.

8 Youth Appeal

People don't want to age, and they certainly don't want to feel old. In this Snickers commercial, the main character is suffering from old age, misery and crankiness due to hunger.

Not only does this appeal to those hoping to maintain an active, happy youthfulness, it also makes an appeal to the older audience by showing the contrast. Snickers makes you feel young and energetic once again by solving your hunger needs.

A common advertising appeal for older adult audiences is to photograph and highlight models who are younger than the target audience by several years.

Youth appeal is apparent in ads that offer medications aimed at older adults, adult diapers, erectile dysfunction solutions, hearing aids, dentures, emergency call buttons, living community centers and other products or services for the elderly.

In many of these cases, the chosen actors and models within the ads are often much younger than the actual target audience.

9 Popularity Appeal

Buzz is particularly helpful for increasing brand awareness and creating anticipation and excitement for the product or service you offer.

When the Baywatch movie was about to be released, a special kind of marathon (0.3km) was held in slow motion. The hilarious result of people moving slowly and dramatically towards the finish line was attended by a large crowd excited about the reunion release.

This same advertising appeal is often the reason companies produce promotional materials, like pens, bumper stickers or keychain lanyards.

Companies often place their logos all over their clothing or disposable products (like Starbucks coffee cups) to help showcase just how popular their products are.

10 Musical Appeal

Music can make or break an ad by setting tone and mood just as quickly as imagery. The snappy music that backs this Kohler TV commercial adds a happy energy that wouldn't have been achieved by bright colors and quick shot transitions alone.

The music here makes the user feel excited and inspired to imagine what the product could do in his or her life. The right music can add to the emotion of an ad and encourage a faster purchase decision.

11 Adventure Appeal

Jeep has long focused on adventure as a big part of their brand. Ads like this encourage people to join in as a part of the brand club to experience something new and exciting.

Travel companies, active brands and car companies often focus on a sense of adventure to highlight what their products or services can really bring to the table.

Another noteworthy example of appealing to our sense of adventure is this VR experiment by Sweden's state lottery, Lotto.

Through a unique and exhilarating 5-D experience, it allows participants to go beyond virtual reality and actually feel what it would be like to jump off a cliff or walk through the world's most beautiful beaches.

Set up in a hanger in Stockholm, the experiment uses fans, aromas, heat and artificial sensory experiences to create an adventure that is as close to real life as possible.

12 Empathy Appeal

Getting a message across may depend on your ability to get someone to identify with a problem they've never actually had to deal with.

Some brands and most public service advertisements depend on the ability to evoke the emotion of empathy and understanding in those they need to care about their cause, as is done in this ad by the Safe At Home Foundation.

Empathy helps people picture the problem in a personal way so that they can understand the consequences for someone else.

13 Potential Appeal

This type of advertising appeal communicates a sense of empowerment to turn dreams into a reality. In this Lego ad, the clear connection is that Lego helps children imagine, solve problems and work toward a better future.

This was part of a campaign that included fireman and rockstar images in ads that were placed at strategic schools, playgrounds and museums where parents frequently take children.

14 Brand Appeal

Starbucks is a prime example of brand appeal to the masses, along with luxury brands, like Dior or Jimmy Choo that appeal to higher end consumers. People will pay money to be part of a brand that they feel carries a certain kind of status, value or quality.

Usually these same items can be purchased for much lower prices if they're generic, but brand appeal allows companies to add additional cost simply due to packaging, labeling and other branded aspects that really have nothing to do with product quality or type.

Coffee lovers actually complain that Starbucks coffee tastes burned, but the company was still able to charge more by offering tons of drink choices, quality branding, and a relaxed environment (including free Wi-Fi).

Rational Advertising Appeals

On the other side of the advertising spectrum lie rational appeals. Many ad approaches are based on objective facts, logic and reasoning.

Rational appeals can be very useful even with emotional subjects, helping target audiences identify the value of a product in an indisputable way.

While emotional appeals are powerful, they can sometimes become manipulative; rational appeals are typically more authentic and can create a sense of authority around a brand.

15 Pain Solution

People are most strongly motivated when they have a problem that needs to be solved that causes them regular and noticeable pain. Often, people have already identified and expressed a desire to solve the pains most apparent in their lives or workplaces.

In this IKEA ad, the pain of the viewer is apparent by showcasing their desperate need for a shelf. Rather than focus on the product they're selling, IKEA focuses on the solution they provide. Brands can effectively sell just by identifying a pain they can solve.

16 Scarcity Appeal

Coke boosted their brand appeal with a limited time campaign that personalized bottles with names and titles. People rushed out looking for the names of their family and friends to keep, photograph or gift.

While the scarcity was part of the appeal, Coke took this campaign a step further by allowing customers to personalize their own Coke bottles and even search their website to see where (or if) their names were on bottles somewhere in the US.

Scarcity increases the feeling of value and makes the customer but on impulse.

17 Testimonial Appeal

When you think of testimonials, you probably think of the traditional video of people talking highly of your brand or products. While this is great and can be incredibly effective on social media, there are ways to think outside of the box with this advertising appeal.

Doritos held a commercial contest for their Superbowl ad spot for ten years in a row, highlighting their fans' love. Not only did the competition get people motivated to engage with the brand, it showcased the product's value in a unique way.

"What Would You Do for a Klondike Bar" campaigns added a similar interactive twist to the testimonial appeal.

18 Contrasting Appeal

You can also highlight what sets your brand apart with a stark comparison between your product and the competition or how life would be without your products.

In this IKEA ad, there is a clear contrast between those who "unboxed" their balconies with IKEA style products and the neighbors surrounding them.

The stark contrast in this ad creates an unquestionable appeal to express personal style and create a living space that no one else is taking full advantage of. Contrast can be a subtle way to prove your brand is a level or two above the alternative.

19 Status Appeal

There is no question that these nice, patent-leather work shoes were chosen for a reason: status. The point of this ad was to get the viewer to identify the product with a certain class.

While the manufacturer is actually selling a car, classy shoes (clearly abused by a love for the acceleration pedal) give a status appeal that is somewhat subliminal in its messaging.

Apartments, furniture stores, fashion brands and many other companies also lean on a level of status to appeal to consumers concerned about where they are at, how they are viewed, and where they are headed.

20 Statistics Appeal

What happens when leading men stand in a woman's shoes? This clever ad changes Mark Zuckerberg, Bill Gates and Carlos Slim into female versions of themselves (Marla Zuckerberg, Billie Gates and Carla Slim).

The real message is rooted in statistics that highlight wage inequality between the genders. Use of proof and statistics can appeal without question to those who are more rational in their approach.

21 Beauty Appeal

There are many products and services that depend on beauty for a rational purchase choice. Product shots, for example, have to be well lit to provide rational customers with the best opportunity for comparing and choosing the product right for them.

This catalog from West Elm features beauty shots of every item-perfectly staged, lit and accessorized. Beauty shots help the potential buyers see the full potential of an item.

Many fashion brands use beautiful models that are further Photoshopped to help highlight the product without the distraction of human flaws.

In food photography, it is common to shoot images of food in the most appealing way possible to increase a desire for the product without handing out actual samples.

22 Transparent Appeal

Not everything about your brand is ideal. Transparency can help show a realness to your brand that appeals to customers because it is authentic.

Volkswagen caught people's attention in the Netherlands when they showed the flaws in one of their car models in order to advertise a new option. Stunt doubles were suspended behind the car to show the additional room that the new Tiguan Allspace could offer.

23 Natural Appeal

Being real and authentic can help people connect with a message. In this print ad for Lane Bryant, the common expectations for beauty are completely ignored.

"I'm No Angel" is a campaign that goes against everything Victoria's Secret built with the VS Angel runway shows and line.

Cosmetic or fashion brands can get a lot of attention for focusing more on reality and less on the promise of perfection, like Dove did with its "Real Beauty" campaign. Audiences are used to photo-editing, making them even more impacted by a less-than-perfect picture.

Video on Types of Advertising Appeals

To sum it all up, here's a short video in which Mike from Visme will introduce you to various types of advertising appeals and examples of how they're being used by popular brands all over the world.

Use These Types of Advertising Appeals in Your Own Ads

Which of these types of advertising appeals have you identified in popular marketing campaigns or ads? Which have you used in your own marketing efforts and promotional material? Let us know in the comments section below.

And once you've chosen your next advertising appeal, create your own Visme account and get started designing your ad. Browse stock photos for your ads, add design elements and download your ad.

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23 Types of Advertising Appeals Most Commonly Used by Brands

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An overview of rational and emotional appeals in advertising, with visual examples of each.

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EMOTIONAL CONNECTION

Definition :
Emotional connection refers to a deep and meaningful relationship or bond that exists between two or more people and is characterized by a strong sense of affection, empathy, and mutual understanding. An emotional connection goes beyond a simple acquaintance or surface-level interaction and involves a deep, shared emotional experience.

An emotional connection is often built over time through shared experiences, open and honest communication, and a willingness to be vulnerable and authentic with one another. When two people have an emotional connection, they are able to understand and relate to each other on a deeper level, and this can result in a feeling of closeness and intimacy.

Connection :
There was once a woman named Sarah who lived in a bustling city. Sarah was known for her kind heart and her ability to connect with others on an emotional level. She had a gift for listening, for understanding, and for making people feel seen and heard. She was often sought out by her friends and family for her emotional support and her comforting presence.

One day, Sarah met a man named Jack who was struggling with feelings of loneliness and isolation. Jack had recently moved to the city and was having trouble adjusting to the fast-paced lifestyle and finding meaningful connections with others. He felt lost and disconnected, and he didn't know where to turn.

Sarah took Jack under her wing and began to spend time with him, listening to his story and offering him comfort and support. Through her empathy and her emotional intelligence, Sarah was able to create a deep and meaningful connection with Jack. He felt understood and valued, and he began to open up and share his deepest fears and desires.

As Sarah and Jack continued to spend time together, their connection grew stronger. They supported each other through life's ups and downs and became each other's closest confidants. They laughed, cried, and shared their hopes and dreams, and their bond grew stronger with each passing day.

This is a powerful example of the transformative power of emotional connection. When we connect with others on an emotional level, we are able to form deep and meaningful relationships that bring joy and comfort to our lives. Through empathy, compassion, and a willingness to listen, we can create connections that transcend time and distance, and that provide us with a sense of belonging and purpose.

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PATTERNICITY

Definition :
Patternicity is a term used to describe the tendency of humans to see patterns or connections where none exist. It was popularized by psychologist and writer Michael Shermer, who defined it as "the tendency to find meaningful patterns in both meaningful and meaningless data."

This tendency is a result of the human brain's ability to detect patterns, which is important for survival and has evolutionary roots. However, this tendency can also lead to false or incorrect beliefs and interpretations, especially when people see patterns in random or meaningless data

Connection :

Once upon a time, there was a man named Tom who lived in a small village. Tom was known for his keen observation skills and his ability to see patterns in the world around him. He would spend hours each day studying the clouds, the stars, and the movements of the animals in the forest, looking for signs and patterns that would give him insight into the mysteries of the universe.

One day, Tom noticed a pattern in the way the birds in the forest flew. They would always fly in a certain formation, and he became convinced that this was a sign of something greater. He began to see patterns everywhere, in the way the leaves fell from the trees, in the way the wind blew, and even in the way people walked and talked.

Tom's obsession with finding patterns soon became all-consuming, and he began to see connections and meanings where there were none. For example, he became convinced that the stars in the sky were arranged in a specific way to send messages to the people of the village. He would spend hours each night trying to decode these messages and interpret the patterns in the stars.

However, Tom's preoccupation with patternicity was soon causing problems for him and for others. He would become fixated on certain patterns and ignore other important information. He also began to see connections and meanings that were simply not there, leading him to draw false conclusions and make misguided decisions.

This is a classic example of the danger of patternicity, the tendency to see patterns and connections in random events, even when there is no actual connection. While it is important to be aware of patterns and connections, it is equally important to avoid seeing patterns where they do not exist and to question one's assumptions and beliefs.

In the end, Tom learned the importance of being more critical and skeptical of his own perceptions and to consider all the evidence before making conclusions. He realized that the world is complex and that there are often multiple explanations for the patterns he saw. He became a more nuanced observer and a better critical thinker, and his newfound wisdom earned him great respect in the village.

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All Synchronicity Is Delusion? | Understanding Psychedelics and Patternicity

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CONFIRMATION BIAS

Definition :
Confirmation bias is a type of cognitive bias that refers to the tendency of people to favor information that confirms their pre-existing beliefs or opinions, while disregarding information that contradicts them. This can lead individuals to seek out and interpret information in a way that supports their existing beliefs, while ignoring or dismissing information that challenges them.

Connection :
Confirmation bias can have a significant impact on people's beliefs, decisions, and actions. It can lead to a narrow and distorted view of reality, where people only see what they want to see and ignore information that contradicts their beliefs. This can have far-reaching consequences, both for individuals and for society as a whole.

For example, confirmation bias can contribute to the spread of misinformation and conspiracy theories. People who are prone to confirmation bias may seek out information that supports their beliefs, even if it is not based on credible sources or evidence. This can result in the spread of false information and the reinforcement of harmful beliefs.

Confirmation bias can also contribute to the polarisation of opinions and the formation of echo chambers, where people only interact with others who share their beliefs. This can create an environment where people are insulated from opposing viewpoints, making it difficult for them to question their beliefs or consider alternative perspectives.

In political contexts, confirmation bias can also contribute to gridlock and ineffective decision-making. When individuals are unwilling to consider opposing viewpoints or evidence, they may become entrenched in their positions and be unable to find common ground with others.

Overall, the effects of confirmation bias can be wide-ranging and detrimental. It is important to be aware of this bias and to take steps to counteract it, such as seeking out diverse perspectives, considering evidence and arguments from multiple sources, and being open to changing one's beliefs in light of new information.

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I have evidence that confirmation bias is a red flag, so don't try to convince me otherwise.

How to recognise this tactic

This is a cognitive bias that we all suffer from. We go out of our way to look for evidence that confirms our ideas and avoid evidence that would contradict them.

The human understanding when it has once adopted an opinion (either as being the received opinion or as being agreeable to itself) draws all things else to support and agree with it. And though there be a greater number and weight of instances to be found on the other side, yet these it either neglects and despises, or else by some distinction sets aside and rejects.

Francis Bacon, English philosopher and author, 1620

Why do people use this tactic?

Confirmation bias is part of human nature. We feel more comfortable when our opinions are reinforced. Contradictory evidence would upset our equilibrium, so we turn a blind eye.

What's wrong with this tactic

Unfortunately, confirmation bias leads us into errors of judgement because we ignore real-world evidence.

What to do when confronted by this tactic

The only remedy is to develop the habit of identifying and resisting confirmation bias. People such as scientists, who deal with gathering and interpreting evidence in their work, need to guard against it constantly. Their training should have made them experts at this.

Beware of those who try to persuade you to accept their fringe ideas by pandering to your tendency for confirmation bias. They'll feed you evidence that you feel comfortable with and withhold anything that contradicts their claims.

Variations and related tactics

Confirmation bias is closely related to experimenter's bias (also known as expectation bias or research bias), congruence bias (in which scientists perform tests likely to support their model, but neglect to perform those likely to support alternative models) and attentional bias (in which preferred data are selected at the expense of other relevant data). In putting confirmation bias into operation, people use such specific tactics as wishful thinking, single-study syndrome and cherry-picking.

Examples

A recent report on the safety of GM crops (here) went out of its way to emphasise studies that claimed to show harmful effects, while de-emphasising others. For example, A 2011 systematic review of animal trials which found that "GM plants are nutritionally equivalent to their non-GM counterparts and can be safely used in food and feed" was dismissed on the basis that it had ignored statistically significant differences. This is despite the fact that the review pointed out "there were no statistically signiﬁcant differences within parameters observed."

The founder of the science of genetics, Gregor Mendel, has been accused of confirmation bias in his seminal work on pea plants. In 1936, R. A. Fisher published a paper accusing Mendel of falsifying data so that they would agree with his expectations. More recent investigations (here and here) disagree with Fisher's conclusion.

All kinds of pseudo-scientists, from astrologers to psychics harness confirmation bias to mislead. They emphasise anything that seems to fit their unfounded claims and conveniently forget to mention anything that disagrees. Here's a quick video from the Con Academy that illustrates the techniques.

Here's an example of blatant confirmation bias from personal trainer Michael Jarosky in the Sydney Morning Herald. Jarosky disagrees with the weight-loss ideas of Michael Mosely. Nothing wrong with that if he's got a strong argument. But what is his justification?

I disagree with science on this one, and I'll disagree with anybody demonising any kind of exercise. When it comes to exercise, why do we always want to know about "less"?

I can't compare my master's degree in economics with his medical degree, yet some things just don't require more science. Inherently, we all know what to do when it comes to weight loss and living a healthy life, and exercise is part of that equation.

I don't have any science to back my claim, but I believe a man should be able to perform 20 push-ups. I believe women should also have a reasonable amount of strength and fitness obtained via exercise. Why? Because it makes life easier from a physical perspective, and vigorous exercise makes a person feel good. Also, there's nothing wrong with a bit of vanity to tone up for your best pair of jeans and a t-shirt.

...

It's a statistical fact that we're getting fatter and fatter, so what is science really doing for us?

I now know why we shouldn't lean so much on science.

Further reading

Trolling our confirmation bias: one bite and we're easily sucked in by Will J Grant at The Conversation.

You can add to the list of examples by leaving a comment.

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Confirmation bias - ferreting favourable findings while overlooking opposing observations

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I have evidence that confirmation bias is a red flag, so don't try to convince me otherwise. How to recognise this tactic This is a cognitive bias that we all suffer from. We go out of our way to look for evidence that confirms our ideas and avoid evidence that would contradict them.