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MH370 (Timeline) 7 March 2014
• 22:50 – Captain Zaharie Ahmad Shah signed in for duty.
• 23:15 – First Officer Fariq Abdul Hamid signed in for duty.

8 March 2014
• 00:00 – The aircraft’s Satellite Data Unit (SDU) logged onto the Inmarsat satellite communication network.
• 00:27 – ATC gave Flight 370 clearance to push back from the gate.
• 00:40:37 – ATC gave Flight 370 clearance to take off.
• 00:42 – Flight 370 took off from runway 32R at Kuala Lumpur International Airport.
• 00:42:53 – ATC gave Flight 370 clearance to climb to Flight Level, an aircraft’s altitude at the standard air pressure, of 180 and proceed directly to waypoint IGARI, the point where responsibility for the flight is passed from Kuala Lumpur Area Control Centre (ACC) to Ho Chi Minh Area Control Centre (ACC).
• 00:46:39 – Flight 370 was transferred from the airport’s ATC to Lumpur Radar ATC. Both the airport and Lumpur Radar ATC are based at the Kuala Lumpur Air Traffic Control Centre (KL ATCC).
• 00:46:58 – ATC gave Flight 370 clearance to climb to Flight Level 250; approximately 25,000 feet (7,600 metres).
• 00:50:08 – ATC gave Flight 370 clearance to climb to Flight Level 350; approximately 35,000 feet (11,000 metres).
• 01:01:17 – Captain Zaharie Ahmad Shah informed ATC that Flight 370 has reached Flight Level 350.
• 01:07:48 – The final data transmission from Flight 370 using the Aircraft Communication Addressing and Reporting System (ACARS) protocol was made.
• 01:07:48 – 02:03:41 – The satellite communication link was lost sometime during this period.
• 01:07:56 – Captain Zaharie Ahmad Shah confirmed that Flight 370 was flying at Flight Level 350.
• 01:19:30 – Kuala Lumpur Air Traffic Control Centre (KL ATCC) instructed the crew to contact Ho Chi Minh Air Traffic Control Centre (HCM ATCC). The aircraft passed waypoint IGARI as the captain replied, “Good night. Malaysian three seven zero.” This was the final voice contact with Flight 370.
• 01:21:13 – The position symbol of Flight 370 disappeared from KL ATCC radar, indicating the aircraft’s transponder was no longer functioning. Malaysian military radar continued to track the aircraft, which “almost immediately” began a turn to the left until it was travelling in a south-westerly direction.
• 01:30 – Another aircraft tried to contact Flight 370 at the request of HCM ATCC. Mumbling and radio static was heard in reply.
• 01:37 – An expected half-hourly ACARS data transmission was not received.
• 01:39 – Ho Chi Minh Air Traffic Control Centre (HCM ATCC) contacted KL ATCC to inquire about Flight 370 as verbal contact was not established and said that Flight 370 disappeared from its radar screens near waypoint BITOD, a waypoint after IGARI within the Ho Chi Minh Flight Infomation Region (FIR). KL ATCC responded that Flight 370 did not return to its frequency after passing the waypoint IGARI.
• 01:46 – HCM ATCC contacted KL ATCC and informed them that radar contact with Flight 370 was established near IGARI but lost near BITOD and that verbal contact was never established.
• 01:52 – Flight 370 reached the southern end of Penang Island, which is part of the state of Penang on the west coast of Peninsular Malaysia. First Officer Fariq Abdul Hamid’s cellphone was registered with a cell tower below; however, no other data was transmitted. Flight 370 then turned towards the northwest along the Strait of Malacca, a narrow stretch of water between the Malay Peninsula to the northeast and the Indonesian island of Sumatra to the southwest, connecting the Andaman Sea and the South China Sea.
• 01:57 – Despite attempts on various frequencies and with aircraft in the vicinity, HCM ATCC notified KL ATCC that there had been no contact with Flight 370.
• 02:03:41 – Malaysia Airlines dispatch centre sent a message to the cockpit instructing pilots to contact Vietnam ATC; however, there was no response. Multiple ground-to-aircraft ACARS data requests were transmitted between 02:03-02:05, but the aircraft’s satellite data unit failed to acknowledge them.
• 02:03:48 – After receiving information from Malaysia Airlines’ operations centre, KL ATCC contacted HCM ATCC and conveyed that Flight 370 had entered Cambodian airspace.
• 02:15 – Upon querying Malaysia Airlines’ operations centre, KL ATCC received a response that they were able to establish signal communication with Flight 370, which was confirmed to be in Cambodian airspace.
• 02:18 – KL ATCC contacted HCM ATCC to inquire about Flight 370’s planned route through Cambodian airspace. In response, HCM ATCC confirmed that Flight 370’s intended path did not involve Cambodian airspace and they had verified that Cambodia had no information or contact with the aircraft.
• 02:22 –Malaysian military made the final primary radar contact with Flight 370, 200 nautical miles (370 km; 230 mi) northwest of Penang.
• 02:25 – After experiencing a loss of communication lasting between 22 to 68 minutes, Flight 370 sent a “log-on request” to the Inmarsat satellite communications network via its satellite communication link. This event is sometimes incorrectly referred to as the first hourly “handshake” following the flight’s radar disappearance.
• 02:34 – KL ATCC contacted Malaysia Airlines’ operations centre to inquire about the communication status with Flight 370, but the centre was uncertain whether a message sent to the aircraft had been successfully transmitted.
• 02:35 – Based on signals received from the aircraft at 18:33 UTC in Northern Vietnam, Malaysia Airlines’ operations centre notified KL ATCC that Flight 370 was in normal condition. KL ATCC then conveyed this information to HCM ATCC.
• 02:39 – An attempt to establish a ground-to-aircraft telephone call via the aircraft’s satellite link was unsuccessful as there was no response from the aircraft.
• 03:30 – KL ATCC received notification from Malaysia Airlines’ operations centre that the position information for Flight 370 was based on flight projection, and therefore not reliable for aircraft tracking. Subsequently, between 03:30 and 04:25, both KL and HCM ATCCs contacted Chinese air traffic control to seek further information.
• 03:41 – The aircraft and Inmarsat satellite communication network exchanged hourly automated handshakes.
• 04:41 – The aircraft and the Inmarsat satellite communication network had an automated handshake exchange every hour.
• 05:09 – Information about Flight 370 was requested from Singapore ACC.
• 05:41 – The aircraft and Inmarsat satellite communication network exchanged hourly automated handshakes.
• 06:30 – Flight 370 failed to arrive at its scheduled destination, Beijing Capital International Airport.
• 06:32 – The Kuala Lumpur Aeronautical Rescue Coordination Centre (ARCC) was put into action.
• o6:41 – The aircraft and Inmarsat satellite communication network exchanged hourly automated handshakes.
• 07:13 – Malaysia Airlines placed a ground-to-aircraft telephone call through the aircraft’s satellite link, however, no response was received from the aircraft.
• 07:24 – Malaysia Airlines released a press statement declaring the disappearance of Flight 370.
• 08:11 – The final automated hourly handshake with the Inmarsat satellite communication network was successfully established.
• 08:19:29 – The aircraft sent a “log-on request” signal to a satellite, as per the investigators. The aircraft’s engines stopped functioning when it depleted its fuel supply, leading investigators to suspect a possible power failure. However, the emergency power generator’s activation allowed the aircraft to resume operations and send the “log-on request” or “partial handshake” signal to the satellite.
• 08:19:37 – The aircraft sent a “log-on acknowledgement” message at 08:19:37.443 in response to a communication from the ground station. This was the last signal received from Flight 370.
• 09:15 – The hourly handshake was attempted; however, Flight 370 did not respond.

Note: The time mentioned above is according to Malaysia Time (MYT).

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