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马航MH370初步调查报告公布(双语报告)

2014-05-02 16:33
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【新闻快讯】

昨晚,马来西亚当局公布了失联航班的初步调查报告。报告显示,相关官员可能在航班失联17分钟后才发现其在雷达上消失。在航班失联4小时后,官方搜救行动才开始进行。

未解释失联4小时才启动搜救原因

根据报告内容,3月8日凌晨1点21分MH370航班从雷达上消失。此时,MH370航班的飞行员应该已经与越南胡志明市的空管员取得了联系。但17分钟后,胡志明市的空管向马方询问飞机下落。据此有美国媒体认为,马方并没有注意到航班已经从雷达上消失了17分钟。

根据越南与马来西亚的空中管制中心之间通话录音记录显示,凌晨1点38分,胡志明方面向吉隆坡方面通报了不能与MH370航班取得联系的情况。吉隆坡方面则同新加坡、香港和柬埔寨有关方面进行了沟通。

此外,报告称,3月8日早5点30分,马方才启动官方搜救行动。但报告中并未解释在航班失联4小时后才启动搜救的原因。

报告未提及飞机掉头时间

而马军方在飞机失踪夜晚的角色也不甚明朗。此前,马来西亚总理纳吉布曾宣布军方雷达追踪到了飞机掉头的信号。调查报告中称,军用雷达发现了一架可能是MH370的飞机进行了向西掉头的行为,穿过了马来半岛,“搜索领域由此扩展至马六甲海峡”。

但报告中并未提及飞机掉头的时间,也并未提及在飞机失联的夜晚,军方是否有所作为。

在报告的最后,马来西亚交通部向国际民航组织提出了安全建议:建议国际民航组织评估在商业航空运输中引入一套实时追踪定位系统的可能性。此前在2009年法航447航班空难调查报告中也提出过该建议。

外媒:“内容不够详尽”

这份调查报告包含马航MH370飞机驾驶舱与吉隆坡空中管制中心的通话声音记录、马来西亚向国际民航组织4月9日提交的《初步报告》、MH370在3月8日1点38分至6点14分的飞行路径图和飞行动作、航班货运清单、登机人员名单及座位号等信息。

初步调查报告完成于4月9日,内文披露了MH370航班的参数信息,3月8日的飞行记录以及截至4月9日的搜救行动。

美国媒体称,初步调查报告内容是否需要公布更多细节由马方负责,但与近期的其他主要空难初步调查报告相比,MH370航班的初步调查报告“内容不够详尽”,与此次初步调查报告的5页内容相比,2009年法航447航班的初步调查报告共有128页,而2010年澳洲交通安全部关于澳航航班引擎爆炸的初步调查报告也超过了40页。

■ 马方声明

马航首席执行官:尽快预付赔偿

昨日下午,马来西亚航空公司首席执行官叶海亚发表声明称,尽管各方已开展了或许是人类历史上最大规模的深入搜寻行动,我们必须面对马航客机失踪这一事实,客机迄今下落不明,机上乘客和机组人员命运未卜。

澳大利亚联合协调中心本周已宣布在南印度洋的搜寻工作接下来将进入新阶段,在新阶段,马来西亚政府将与澳大利亚、中国政府及其他国际伙伴、专业公司一道,在搜寻区域部署先进技术力量进行密集的水下搜寻。

马来西亚政府最近宣布了成立马来西亚领导的国际调查组的决定。成员来自美国、澳大利亚、中国等国及相关国际组织、民航领域的授权代表。他们将根据国际民航组织标准和惯例进行独立调查行动。马航承诺全力支持独立调查并提供所需要的一切信息和协助。

后续搜寻和调查将是一个漫长的过程。马航承诺继续向家属提供支持,调整提供服务和支持的方式。建议马航370乘客家属不再待在酒店,而是在各自熟悉的家庭环境里,在亲戚和友人的支持和照料下,获取马航提供的搜寻、调查等最新进展信息以及其他支持。马航将关闭全球家属协助中心。

马航将与家属保持密切联系,告知家属最新进展。将在吉隆坡和北京设立马航家属支持中心。后续支持和服务的详细计划将告知家属本人。马来西亚政府代表将在中国和其他国家与家属定期联系并看望他们。

为满足乘客家属急切的经济需求,马航将尽快支付预付款给有权要求赔偿的乘客直系近亲属。预付款不影响家属今后索赔的权利,但将作为最终赔偿的一部分。据新华社

马来西亚副外长:仍将继续搜寻

马来西亚副外长、家属工作委员会主席哈姆扎昨日就马航370事件发表声明。

声明说,今天是马航370客机失踪的第55天。但令人痛心的是,马航370客机仍处于失踪状态。我愿强调我们仍将继续开展搜寻。

这段时间对马航370客机上人员的家人和朋友来说非常痛苦,我对他们所经历的痛苦和折磨感同身受。我保证我们已竭尽所能,确保将家属利益放在心上。

我代表马来西亚政府,支持并认可马航今天作出的声明。我完全确信,马航将履行继续向马航370机上乘客家属提供支持的承诺。

我愿重申,马来西亚政府将确保马航通过即将在吉隆坡和北京设立的家属支持中心与家属保持密切联系。

最后,值此艰难时刻,我愿重申,我支持和赞赏马航向家属提供的照料和支持。我们始终牵挂着机上人员的家属和朋友。

【NEWS】

Confusion, misleading information and then long periods of nothing marked the first hours of what's now known as the disappearance of Malaysia Airlines Flight 370.

It took air traffic controllers more than four hours after the last conversation with the cockpit to activate rescuers to look for the missing plane, which left Kuala Lumpur, Malaysia, on March 8 with 239 people on board.

Some delays in communication with an airliner over the ocean are normal, says CNN aviation correspondent Richard Quest.

But time was of the essence, and eventually, a lot was lost.

The plane probably ran out of fuel about 7½ hours into the flight, a Malaysia Airlines official has said. That means MH370 might have been flying during that four-hour gap.

Malaysia releases MH370 cockpit audio Malaysia releases Flight 370 report Company says it found remains of plane Malaysian teen still tweets missing dad Can technology spot a plane deep underwater?

If so, it seems the Boeing jet only had 2½ hours of fuel left when rescuers first began searching for it.

'Good night, Malaysian Three Seven Zero'

The flight radioed its last words to the Kuala Lumpur Air Traffic Control Centre at 1:19 a.m. local time, according to an attachment to a preliminary report by Malaysia's Transportation Ministry. The report was released to the public Thursday.

The report itself is scant. Just five pages in length, it contains only a small fraction of the content of similar preliminary reports from past air disasters.

But combined with the air traffic transcript also released to the public, it gives a picture how the first hours progressed after MH 370 signed off.

Controllers told the airliner to check in with their counterparts in Ho Chi Minh City, Vietnam. "Good night, Malaysian Three Seven Zero," someone in the cockpit answered.

That check-in never happened, but something else did. The plane dropped off radar, and the clock ticked.

"Control of the aircraft had left Malaysia to Vietnam. Even so, for 17 minutes, neither Kuala Lumpur nor Ho Chi Minh noticed nor acted," Quest said.

Then at 1:38 a.m., Ho Chi Minh contacted Kuala Lumpur to let the controllers know that it had not heard a word from the plane. "Verbal contact was not established," the transcript said.

The two control centers began a conversation about communications attempts with Flight 370 and previous radar blips along its path.
They spoke every few minutes.

Reassuring messages cost precious time

Then two messages came from Malaysia Airlines that may have taken more precious time.

At 2:03 a.m. came the first seemingly reassuring message from the airline. The plane was in Cambodian airspace, the airline told Kuala Lumpur air traffic control.

The Malaysians passed the message on to Vietnamese controllers. They then tried to confirm Malaysia Airlines' news with Cambodian air traffic controllers.

The airline later confirmed its reassuring message. It had been able to "exchange signals with the flight," which was in Cambodian airspace, the transcript read.

But an hour after Flight 370 signed off, Vietnamese air controllers poked holes in Malaysia Airlines' message. The flight had not been scheduled to fly over Cambodia, and officials there had no information on the plane -- nor contact with it.

Malaysian air traffic controllers kept in communication with the airline, which gave them yet another seemingly reassuring message at 2:35 a.m.

The airliner was "in normal condition based on signal download," which placed it off the coast of Vietnam.

The flight probably appeared to be on track to its destination of Beijing.

"We have two very unhelpful contributions from Malaysia Airlines -- one suggesting the plane is in Cambodia, the other saying everything's normal. Neither's true," Quest said.

Information 'not reliable for aircraft positioning'

If precious time had been lost by the trickle before, now it began to gush away.

Nearly an hour later, Malaysia Airlines qualified its previous information. Its new message: "The flight tracker information was based on flight projection and not reliable for aircraft positioning," the transcript read.

It was 3:30 a.m., but two more hours would pass before air traffic controllers notified rescuers.

In the meantime, controllers in Kuala Lumpur and Ho Chi Minh City queried each other and the airline. Kuala Lumpur air traffic control contacted counterparts in Singapore, Hong Kong and Beijing.

Then at 5:20 a.m., a Malaysian official pronounced, based on what was known, "MH370 never left Malaysian airspace."

Ten minutes later, Malaysian air traffic controllers alerted a rescue coordination center.

Where was the military?

The Malaysian Prime Minister has said the military tracked the plane as it headed back across Malaysia.

According to the report, a playback of a recording from military primary radar revealed that an aircraft that may have been Flight 370 had made a westerly turn, crossing Peninsular Malaysia. The search area was then extended to the Strait of Malacca.

But it's unclear when that happened. The report makes no mention of the military's role the night of the disappearance.

The report is anemic on details

Preliminary reports are by their nature brief and to the point, but they are usually much longer than Malaysia's. Such reports and accompanying documents should be an audit of what happened and factually who did what, Quest said.

"I can certainly understand that the authorities had more pressing matters in finding the plane than writing a long report, when there will be plenty of other chances to do so," Quest said, "but this report is the barest possible they could get away with."

The equivalent preliminary report on Air France Flight 447 was 128 pages long. That report, produced by France's aviation safety agency just one month after the plane went missing in 2009, offered specific details on communication between various air traffic control centers.

Flight 447 was found more than a year later in the Atlantic Ocean; all 228 people on board had died.

And a preliminary report by the Australian Transport Safety Bureau into the Qantas engine explosion in 2010 ran more than 40 pages, including diagrams and charts.
The Malaysian report was accompanied by a cargo manifest, seating plan, air traffic control transcripts and three maps.

Debate over transparency

The report released Thursday was the same one Malaysia submitted to the International Civil Aviation Organization but had not been made public. Malaysian officials came under heavy criticism last week for submitting the report to the U.N. body but not making it available to relatives of passengers.

While authorities are not required to make a preliminary report public, Malaysian Prime Minister Najib Razak acquiesced.

Reporters could not ask questions raised by the report since the document was released by e-mail and not at a news conference.

One safety recommendation

The report makes one safety recommendation: the need for real-time tracking.

Authorities noted that while commercial planes spend considerable time operating over remote areas, there is no requirement for real-time tracking of such aircraft.

"There have now been two occasions during the last five years when large commercial air transport aircraft have gone missing and their last position was not accurately known," the Malaysian report states. "This uncertainty resulted in significant difficulty in locating the aircraft in a timely manner."

CNN reported on this detail from the report last week.

The officials asked the International Civil Aviation Organization to examine the benefits of introducing a standard for real-time tracking of commercial planes.

It's the same recommendation that was made after the Air France Flight 447 disaster in 2009. But nothing seems to have happened after that report.

【调查报告(中文翻译稿)】

马来西亚交通部飞机事故行政督察办公室MH370初步报告

机型号和注册号:Boeing 777-2H6ER,9M-MRO

制造年份:2002年5月29日

注册国家:马来西亚

引擎型号:2 Rolls Royce RB211 Trent892B17

地点:未知(最后已知二次雷达信号返回,IGARI航路点)

日期和时间(当地时间):2014年3月8日和未知(最后已知二次雷达信号返回时间为01:21:13)

运营方:马来西亚航空公司(MAS)

通信呼号:MH370

航班类型:例行航班(商业飞机),IFR(仪表飞行规则)

机上人员:227名乘客+12名机组成员

调查

2014年3月8日(周六),马来西亚标准时间01:38,一架波音777-2H6ER,注册号9M-MRO,通信呼号MH370的航班,机上载有227名乘客和12名机组成员,在由马来西亚吉隆坡飞往中国北京的途中,经过IGARI航路点时被报告失踪。

马来西亚民航局得知MH370航班失踪并展开调查。

依据国际民用航空公约(芝加哥公约)第十三章“飞行事故调查”,和马来西亚1996年民航规章第12部分“事故调查”,以及既有的国际规定,美国国家运输安全委员会,代表飞机设计和制造商所在国,已经委派了一名授权代表全权参与调查。英国航空事故调查局,代表飞机引擎设计和制造商所在国,同样委派了授权代表。

美国国家运输安全委员会的授权代表由来自美国联邦航空管理局和波音公司的技术顾问团队给予支持。

英国航空事故调查局的授权代表由来自罗罗公司和国际海事卫星组织的技术顾问团队给予支持。飞机航行时,国际海事卫星组织所运营的一颗卫星与飞机有通信联系。

依据国际民用航空公约第13章、5.23节,澳大利亚政府和中国政府也委派了授权代表。

马来西亚航空公司作为运营商,配合调查并根据要求提供专家。马来西亚民航局一直紧密关注调查进展。

航行经过

马来西亚标准时间2014年3月8日00:41:43(周六),MH370从吉隆坡国际机场(KLIA)32R跑道起飞,例行前往中国北京。

马来西亚标准时间00:42:07,MH370已经抵达18000英尺的飞行高度层(FL),根据吉隆坡空中交通管制中心(KLATCC)发布的直接轨迹,航班正前往IGARI航路点。MH370与吉隆坡空中交通管制中心的隆坡雷达的通信时间为马来西亚标准时间00:42:52。随后,马来西亚标准时间00:46:51,飞机到达25000英尺;00:50:06,飞机到达35000英尺。马来西亚标准时间01:01:16和01:07:55,飞机均报告保持35000英尺的飞行高度。

马来西亚标准时间01:19:24,吉隆坡空中交通管制中心的隆坡雷达通知MH370以120.0赫兹的无线电频率与胡志明空中交通管制中心(HCMATCC)通信。MH370被确认回复“晚安马来西亚370”。

马来西亚标准时间01:21:04,在吉隆坡空中交通管制中心的雷达屏幕上,MH370被注意到正越过IGARI航路点。马来西亚标准时间01:21:13,MH370的雷达标识从吉隆坡空中交通管制中心隆坡雷达的雷达屏幕上消失。

马来西亚标准时间01:38,胡志明空中交通管制中心向吉隆坡空中交通管制中心询问MH370的去向。此后,吉隆坡空中交通管制中心首先向马航操作中心、新加坡区域管制中心、香港区域管制中心和金边区域管制中心联系,企图确定MH370的位置。任一空中交通管制中心均无联系。于是,马来西亚标准时间05:30,搜救协调中心启动。

后证实,通过卫星通信系统传输的飞机通信寻址与报告系统(ACARS)信号自MH370从吉隆坡起飞前保持常规间隔性通信,马来西亚标准时间12:56:08时在马来西亚,最后一次通信发生在马来西亚标准时间01:07:49。

搜索和救援(SAR)

在所有试图联系与定位飞机的努力失败后,吉隆坡搜救协调中心(KL RCC)于当地时间05:30启动。搜救行动在飞机最后已知位置中国南海进行。

根据马来西亚军方雪达记录的信息显示,曾有飞机向西折返,飞越了马来西亚半岛。调查人员认为这很可能就是MH370,因而,搜索工作随即被扩展到马六甲海峡。

在马航失联客机上的通信寻址与报告系统(ACARS)停止传输(信号)后,航班上的卫星通讯系统仍然自动传输了7段信息,这证明这个系统仍然登录(卫星通讯)网络。最后一段短讯是卫星地面站于马来西亚标准时间08:19收到的。根据主要的雷达数据和航班性能数据,卫星数据分析员判定,马航MH370航班要么飞北部走廊或者南部走廊。最后一次卫星信号传输发生在飞机与卫星呈40度角时。根据这一最新情况,当时的搜救行动从南中国海海域和马六甲海峡转移到北部走廊和南部走廊。

2014年3月24日,依据卫星通讯信号频率变化(使用多普勒效应信号)的原理,对国际海事卫星组织卫星数据做进一步分析后判定,MH370航班沿着南部走廊飞行,终结于印度洋南部。调查将继续进行卫星数据和飞机性能的分析,以便进一步确定航班最终结束区域。

截至报告发表日,总计有26个国家参与了马航MH 370失联客机的搜寻工作,其中包括82架飞机以及84艘舰船。搜寻马航370航班联合协调中心仍在运行之中。

安全建议

因为飞机有必要的通讯设备提供其所在方位,所以机上的通信寻址与报告系统(ACARS)的最后一条信息是在马来西亚标准时间1:07:29发出的,雷达最后一次探测到其信号的时间则是马来西亚标准时间1:21:13,而最后一次卫星通讯是在3月8日08:19。在本次航班离开吉隆坡国际机场超过一个月之后,其现在的位置仍然未知。

以往由于民用客机有相当长的时间是在偏僻空域飞行,因而,航空界普遍认为没有必要对这些航班进行实时的跟踪与监控。然而,在最近五年时间里,国际上先后发生过两起大型航班失联的案例,由于没有及时的跟踪与监控,失联航班的最后位置都无法准确确认。有鉴于此,马来西亚航空事故调查局向国际民航组织提出以下安全建议:建议国际民航组织评估在商业航空运输中引入一套实时追踪定位系统的可能性。

注:这份初步调查报告所包含的信息在发布之时是准确的,意在向民航界和公众通报事件的整体情况。提请阅者注意的是,未来的新消息可能改变初步调查报告。这份报告是根据国际民航组织“飞机事故和事件调查手册”之Doc.9756 AN/965文件撰写的。

马来西亚交通部飞机事故行政督察办公室

2014年4月9日

【MH 370 PRELIMINARY REPORT】

OFFICE OF THE CHIEF INSPECTOR OF AIR ACCIDENTS
MINISTRY OF TRANSPORT
MALAYSIA
MH 370 PRELIMINARY REPORT

SERIAL 03/2014

Aircraft Type & Registration: Boeing 777-2H6ER, 9M-MRO

Year of Manufacture: 29th May 2002

State of Registration: Malaysian

No & Type of Engines:  Rolls Royce RB211 Trent 892B17

Location: Unknown (Last known Secondary Surveillance

Radar (SSR) return, Waypoint IGARI)

Date & Time (Local Time): 8 March 2014 & Unknown (last known SSR return

at 01:21:13 hours)

Operator: Malaysian Airlines (MAS)

Call-sign: MH 370

Type of Flight: Scheduled (Commercial Air Transport), IFR

Persons on Board: 227 passengers + 12 crew

The investigation

At 01:38 hours Malaysian Time1 (MYT) on 8 March 2014 (Saturday), a Boeing 7772H6ER, registration 9M-MRO,and call-sign MH 370 with 227 passengers and 12
crew on board, was reported missing after passing waypoint IGARI2 while en-route from Kuala Lumpur, Malaysia to Beijing, China.

The Department of Civil Aviation (DCA) Malaysia was informed that flight MH370 was missing and an investigation was launched.

In accordance with International Civil Aviation Organisation (ICAO) Annex 13 Aircraft Accident and Incident Investigation, and Malaysian Civil Aviation Regulation 1996
Part XII Investigation of Accidents and with established international arrangements, the National Transportation Safety Board (NTSB) of the USA, representing the State
of Design and Manufacture of the aircraft, has appointed an Accredited Representative to participate fully in the investigation. The Air Accidents Investigation Branch (AAIB) of the United Kingdom, representing the State of Design and Manufacture for the engines, has also appointed an Accredited Representative.

The NTSB Accredited Representative is supported by a team of technical advisers from the US Federal Aviation Administration (FAA) and Boeing.

The AAIB Accredited Representative is supported by technical advisers from RollsRoyce and Inmarsat the operator of a Satellite which was in communication contact with the aircraft during the flight.

The Australian and Chinese Governments have also appointed Accredited Representatives in accordance with ICAO Annex 13, Para 5.23.

Malaysian Airlines (MAS) the operator, is cooperating with the investigation and providing expertise as required and the DCA Malaysia are being kept informed of developments.

History of the flight

At 00:41:43 MYT on 8 March 2014 (Saturday), MH 370 took off from Runway 32R at Kuala Lumpur International Airport (KLIA) on a scheduled flight to Beijing, China.

At 00:42:07 MYT, MH 370 was cleared to climb to Flight Level (FL) 1803 and was issued a direct track by LUMPUR APPROACH at Kuala Lumpur Air Traffic Control
Centre (KLATCC) to waypoint IGARI. MH 370 was transferred to LUMPUR RADAR at KLATCC at 00:42:52 MYT. The flight was then cleared to climb to FL 250 at
00:46:51 MYT and subsequently to FL 350 at 00:50:06 MYT. MH 370 reported maintaining FL 350 at 01:01:16 MYT and reported maintaining FL 350 again at
01:07:55 MYT.

At 01:19:24 MYT LUMPUR RADAR at KLATCC instructed MH370 to contact HO CHI MINH Air Traffic Control Centre (HCMATCC) on radio frequency 120.9 MHz.
MH 370 acknowledged with “good night Malaysian Three Seven Zero”.

At 01:21:04 MYT, MH370 was observed on the radar screen at KLATCC as it passed over waypoint IGARI.

At 01:21:13 MYT the radar label for MH 370 disappeared from the radar screen at LUMPUR RADAR KLATCC.

At 01:38 MYT HCMATCC made a query to KLATCC on the whereabouts of MH 370. Thereafter KLATCC initiated efforts involving MAS OPS Center, Singapore ACC,
Hong Kong ACC and Phnom Penh ACC to establish the location of MH 370. No contact had been established by any ATC units and thus the Rescue Coordination
Centre (RCC) was activated at 05:30 MYT. 

It was later established that the transmissions from the Aircraft Communication and Reporting System (ACARS) through satellite communication system occurred at
regular intervals starting before MH 370 departed Kuala Lumpur, Malaysia at time 12:56:08 MYT and with the last communication occurred at 01:07:49 MYT.

Search and Rescue (SAR)

Kuala Lumpur Rescue Coordination Centre (KL RCC) was activated at 05:30 LT after all effort to communicate and locate the aircraft failed. Search and Rescue

(SAR) operations were conducted in the South China Sea where the aircraft position was last known.

A playback of a recording from military primary radar revealed that an aircraft with a possibility of MH 370 had made an air-turn back onto a Westerly heading crossing
Peninsular Malaysia. The search area was then extended to the Straits of Malacca.

After ACARS stopped transmitting the satellite communication system automatically transmitted seven messages that confirmed that the system was still logged onto the network. The last message was received by the satellite ground station at 08:19 MYT. With the primary radar data, analysis of the satellite data and aircraft performance data, the Investigation established that flight MH 370 flew along either a Northern or Southern Corridor. The last transmission occurred when the aircraft was on an arc of 40 degrees from the satellite. Based on this new development the search area was moved from the South China Sea and the Straits of Malacca to the Northern and Southern Corridors.

On 24 March 2014 further analysis of the Inmarsat satellite data, using the changes in the satellites communication signal frequency (signal using the Doppler Effect), indicated that MH 370 flew the southern corridor and ended its flight in the southern part of the Indian Ocean. The investigation continues to analyse the satellite data and aircraft performance in order to further refine the area where the flight ended.

To date, a total of 26 countries have participated in the search for MH 370 comprising of 82 aircraft and 84 vessels. 

SAR operations are on-going.

Safety recommendations

While the aircraft had the necessary communication equipment to provide information on its location, the last ACARS message occurred at 1:07:29 MYT, the last secondary radar detection at 1:21:13 MYT and the last satellite communication at 08:19 MYT on March 8th. Over a month after the aircraft departed Kuala Lumpur International Airport, its location is still unknown.

While commercial air transport aircraft spend considerable amounts of time operating over remote areas, there is currently no requirement for real time tracking of these aircraft. There have now been two occasions during the last five years when large commercial air transport aircraft have gone missing and their last position was not accurately known.

This uncertainty resulted in significant difficulty in locating the aircraft in a timely manner.

Therefore, the Malaysian Air Accident Investigation Bureau makes the following safety recommendation to ICAO: It is recommended that the International Civil Aviation Organisation examine the safety benefits of introducing a standard for real time tracking of commercial air transport aircraft.

Note

The information contained in this preliminary report is correct at the time of issue and is intended to inform the aviation industry and the public of the general circumstances of the event. Readers are cautioned that there is the possibility that new information may become available that alters this Preliminary Report.

This report has been written in accordance with the ICAO Doc 9756 AN/965 Manual of Aircraft Accident and Incident Investigation – Part IV Reporting.

The Chief Inspector of Air Accidents
Ministry of Transport
Malaysia
9 April 2014

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