Safety Investigation Report 2018:3 Findings and Conclusion/3.1 Findings/3.1.6
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SAFETY INVESTIGATION REPORT
Safety Investigation Report MH370/01/2018
This page contains an extract from the Safety Investigation Report MH370/01/2018 and Appendices released by The Malaysian ICAO Annex 13 Safety Investigation Team for MH370, and dated 2 July 2018.
SAFETY INVESTIGATION REPORT
MH370 (9M-MRO)
3.1.6 Wreckage and Impact Information
- 1) The main wreckage belonging to MH370 has so far not been found. However, a number of debris were found washed ashore near and onto the south eastern coast of Africa.
- 2) Only the parts washed ashore on La Reunion Island (the right flaperon), Tanzania (part of the right outboard flap) and Mauritius (a section of the left outboard flap) were confirmed to be from MH370. Although the name plate was missing, which could have provided immediate traceability to the accident aircraft, the flaperon was confirmed to be from the aircraft 9M-MRO, by tracing the identification numbers of the internal parts of the flaperon to their manufacturing records at EADS, CASA, Spain. Similarly, the Italian part manufacturer build records for the numbers located on the right outboard flap part confirmed that all of the numbers related to the same serial number outboard flap shipped to Boeing for aircraft 9M-MRO. As for the section of the left outboard flap, a part identifier on it matched the flap manufacturer supplied records which indicated a unique work order number and that the referred part was incorporated into the outboard flap shipset line 404 which corresponded to the Boeing 777 aircraft line number 404, registered 9M-MRO and operating as MH370.
- 3) To date, 27 items of debris were considered significant for examination. Of these, other than the flaperon, a part of the right outboard flap and a section of the left outboard flap, 7 items were also considered almost certain to be from MH370.
- 4) Damage examination on the recovered part of the right outboard flap, together with the damage found on the right flaperon indicates that the right outboard flap was most likely in the retracted position and the right flaperon was probably at, or close to, the neutral position, at the time they separated from the wing.
- 5) Recovery of the cabin interior debris suggests that the aircraft was likely to have broken up. However, there is insufficient information to determine if the aircraft broke up in the air or during impact with the ocean.
Comments and Notes