Name: Why Search For MH370 Has Been Restarted
Uploaded: 2026-01-26T13:26:37.000Z
Duration: 13 min 14 s
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Twelve years after Malaysia Airlines Flight 370 disappeared over the southern Indian Ocean, the search is back on.

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New analysis has narrowed the likely crash zone, raising the possibility that this could be the last attempt to uncover what happened.

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The special sea exploration company, Ocean Infinity officially restarted the search for MH370 in late December 2025.

This isn't a wide check everything plan like the ones from before.

It is specifically aimed at a certain spot on the seafloor.

After years of research and data analysis, the mission focuses on a newly discovered area in the southern Indian Ocean.

The company's main ship, the Armata 8605, reached the search spot in early January 2026, loaded with underwater drones.

And what makes this new search really special is the no find, no fee deal made with the Malaysian government.

Under this agreement, the government will only pay a fee of up to $70 million if the company actually finds the wreckage or the flight recorders.

This shows Ocean Infinity's belief in the new data.

Using the calmer weather of the southern summer months, the team plans to revisit sections of the area that were previously missed or deemed too difficult to search.

On the night of March 8, 2014, Malaysia Airlines Flight 370 moved onto the Runway at Kuala Lumpur International Airport bound for Beijing.

On board were 227passengers from 14 different countries, along with a crew of 12.

For the first 40 minutes of the flight, everything was completely normal.

The airplane climbed to its normal flying height of 35,000ft.

Communications with air traffic control were normal.

At 1:19am as the plane was about to leave Malaysian airspace and enter Vietnamese control, the last words from the cockpit were uttered.

Good night, Malaysia370 and then the plane made a sudden turn.

Seconds after that last radio message, the plane's transponder was turned off on purpose.

The airplane disappeared from the screens of air traffic controllers.

However, military radar told a much more sinister story.

Instead of going towards Beijing, the plane made a sharp, quick left turn.

It flew back across the Malay Peninsula, went around the tip of Sumatra and headed northwest towards the Andaman Sea.

It finally disappeared from military radar range at 2:22am far over the ocean.

With no radar and no radio contact, the world thought the plane was gone.

But hidden signals left a trail across the sea.

A small satellite data unit on the airplane kept working.

For the next six hours, it automatically sent handshakes or pings to a satellite circling over the Indian Ocean.

By studying the time it took for those signals to travel, scientists figured out that the plane had turned south and flown Thousands of miles.

The data showed the flight ended when the plane ran out of fuel and fell into the water near a curved line on the map called the seventh arc.

Over the years, ideas have ranged from a catastrophic failure to a ghost flight where the crew and passengers passed out from a sudden loss of oxygen.

Some investigators have pointed to the captain the noting that a home flight simulator he owned had a deleted flight path that ended in the southern Indian Ocean.

Yet without the wreckage, none of these ideas could be proven.

The official 2018 report said the plane was turned on purpose, but

investigators admitted they simply didn't know who did it or why it happened.

In the years after the disappearance, pieces of the crash started to show up on faraway beaches.

For an aircraft of this size, investigators expected hundreds of fragments.

Instead, fewer than 30 pieces have ever been confirmed.

The small number tells investigators something unsettling.

Most of the plane didn't break apart at the surface.

The first major piece was found in July 2015 on the shores of Reunion Island, a French area near Madagascar.

It was a flapperon, a part of the wing used to control the plane's roll and lift.

A special number inside of the piece proved that without a doubt, it came from MH370.

This find was the first real proof that the plane ended up in the Indian Ocean.

After this, other pieces started washing up in Mozambique and South Africa, Tanzania and Madagascar.

These included parts of the engine cover, a horizontal stabilizer, and

pieces from inside the cabin like a closet door and parts of a seat.

The Indian Ocean's currents play a critical role in interpreting the debris.

Unlike the Atlantic or the Pacific, currents here are shaped by seasonal winds that change direction throughout the year.

In the southern Indian Ocean, cold sub Antarctic waters move eastward, while warmer surface currents gradually curve north towards Africa.

This means that debris doesn't travel in straight lines.

A fragment can spend months trapped in slow moving tides before suddenly entering faster currents that carry it thousands of miles.

Even small differences in where the plane entered the water could drastically change where the debris eventually washed ashore.

By modeling these shifted currents backward, researchers can narrow down where the wreckage most likely lies, reinforcing the focus on the specific stretch of the seventh arc.

And these pieces are more than just junk metal.

Scientists studied the types of barnacles growing on the flaperon, and

they were able to tell the temperature of the water the pieces had floated through.

This natural diary showed that the pieces had spent a long time in the colder, deep waters of the southern Indian Ocean before drifting to the warmer currents that carried them to Africa.

The condition of the pieces also gives hints.

The lack of fire damage or chemical marks suggests there was no explosion in the air.

Also, the way the flapperon was torn from the wing the suggests it was not in the open position used for landing, which could mean the plane hit the water in a fast dive instead of a smooth landing.

Every piece found confirms that the crash site is somewhere along the seventh arc, giving the base for the current search.

But everything we've just covered leads to a bigger problem.

For years, investigators searched and they found nothing.

Between 2014 and 2018, more than $150 million was spent on the search for MH370, making it the most expensive ever.

Despite all this work, nothing was found.

This failure wasn't because of little effort, but

because of the huge size and the tough conditions of the search area.

Huge underwater mountains meant the search was extremely difficult.

The southern Indian Ocean is one of the most faraway and harsh places on Earth.

The search area sits right in the roaring 40s, a zone famous for steady, strong winds and waves that can reach the height of a four story building.

Below the surface, the ground is even harder.

The seafloor is full of giant underwater volcanoes, Deep holes and sharp ridges.

In some places, the water is 19,000 to almost 23,000ft deep.

Earlier searches used towed sonar tools or long cables pulled behind a ship.

Because these cables were miles long, they were hard to move.

If the plane crashed behind an underwater mountain, the sonar waves would bounce off the top, leaving the area behind it hidden.

It is possible the search ships passed within miles or even directly over the wreckage without ever seeing it.

Another major limitation of earlier searches was the assumption about the aircraft's last moments.

Many search models were built on the idea that MH370 continued on autopilot until fuel exhaustion.

This produced a broad search corridor, but

it left little room for small, deliberate changes near the end of the flight.

Even a brief manual input, a shallow turn, a controlled descent, or an attempt to avoid severe weather could have shifted the crash site by tens of miles.

In terrain as complex as the Southern Indian Ocean seabed, that matters.

The difference of just a few miles could place the wreckage behind a ridge, inside of a trench, or in a sonar blind spot that earlier equipment simply couldn't see.

Ships only could operate during certain seasons.

Weather frequently forced pauses, and search vessels had to balance speed with coverage.

In some areas, sonar scans were spaced wider than ideal to cover more ground quickly.

These compromises were unavoidable at the time but they left gaps.

The current mission is designed specifically to return to those gaps, armed with better maps and far more precise tools.

The 2026 search is completely different because of two big improvements.

Better data planning and stronger robot technology.

The most exciting is the use of Weak Signal Propagation Reporter, or WSPR technology, a worldwide network of low power radio signals used by amateur radio fans.

It's like a huge invisible web of radio waves covering the Earth.

When a huge metallic object like a Boeing 777 flies through these signals, it causes small but noticeable shakes or a tripwire effect.

By studying old WSPR data from the night of the disappearance, researchers have found hundreds of those Shakespeare.

By connecting those points, they have drawn a clearer flight path for MH370.

This suggests the plane was not just drifting, but

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Why Search For MH370 Has Been Restarted

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