KUALA LUMPUR, Malaysia — The first comprehensive report into the disappearance of Malaysia Airlines Flight 370 revealed Sunday that the battery of the locater beacon for the plane’s data recorder had expired more than a year before the jet vanished March 8, 2014.
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The report came as Australian Prime Minister Tony Abbott said the hunt for the plane would not end even if the scouring of the current search area off Australia’s west coast comes up empty.
Apart from the anomaly of the expired battery, the detailed report devoted page after page describing the complete normality of the flight, which disappeared while heading from Kuala Lumpur to Beijing.
There have been no definitive clues as to why the plane suddenly ceased communicating with controllers and made a turn to the southwest.
Families of the 239 people who were on board the plane marked the anniversary of the Boeing 777’s disappearance, vowing to never give up on the desperate search for wreckage and answers to what happened to their loved ones.
Despite an exhaustive search for the plane, no trace of it has been found. In late January, Malaysia’s government formally declared the case an accident and said all those on board were presumed dead.
The significance of the expired battery in the beacon of the plane’s flight data recorder was not immediately apparent, except indicating that searchers would have had less chance of locating the aircraft in the Indian Ocean, where it is believed to have crashed, even if they were in its vicinity. However, the report said the battery in the locator beacon of the cockpit voice recorder was working.
Kok Soo Chon, who led the investigation, told Malaysia’s official Bernama news agency that the sole objective of the investigation was to prevent future accidents or occurrences, not to assign blame or liability.
Even though the beacon’s battery had expired, the instrument itself was functioning properly and would have in theory captured all the flight information.
The two instruments — commonly known as black boxes — are critical in any crash because they record cockpit conversations and flight data through the end of a flight.
The 584-page report, by a 19-member independent investigation group, went into minute details about the crew’s lives, including their medical and financial records and training. It also detailed the aircraft’s service record as well as the weather, communications systems and other aspects of the flight. Nothing unusual was revealed, except for the previously undisclosed fact of the battery’s expiration date.
The report said that according to maintenance records, the battery on the beacon attached to the flight data recorder expired in December 2012, but because of a computer data error, it went unnoticed by maintenance crews. “There is some extra margin in the design to account for battery life variability and ensure that the unit will meet the minimum requirement,” it said.
“However, once beyond the expiry date, the [battery’s] effectiveness decreases so it may operate for a reduced time period until it finally discharges,” the report said. While it is possible the battery will operate past the expiration date, “it is not guaranteed that it will work or that it would meet the 30-day minimum requirement,” it said.
The report said the oversight was not discovered until the plane disappeared and that since then, Malaysia Airlines conducted a fleetwide record inspection on such beacons to make sure maintenance logs for other aircraft were updated properly.
In the past year, many investigators have pointed to the possibility that the pilot, Zaharie Ahmad Shah; the co-pilot, Fariq Abdul Hamid; or someone else deliberately flew the plane to its doom.
The report gave insight into the physical and mental well-being of Zaharie, saying he had no known history of apathy, anxiety or irritability. “There were no significant changes in his lifestyle, interpersonal conflict or family stresses,” it said.
It also said there were “no behavioral signs of social isolation, change in habits or interest, self-neglect, drug or alcohol abuse” by Zaharie, his first officer or the cabin crew.
Financial checks also showed nothing abnormal about their spending patterns. It said Zaharie held several bank accounts and two national trust funds. He had two houses and three vehicles, but there was no record of him having a life insurance policy.
The co-pilot, Fariq, had two savings accounts and a national trust fund. “He does not have much savings in his bank account. He has a life insurance policy,” the report said. This flight was to have been his last before he became a fully qualified first officer.
The maintenance information revealed in the report said that the crew’s emergency oxygen supply had been topped off on March 7, just before the flight’s departure.
The report condemned the slow response of the Malaysian authorities to the airplane’s disappearance, noting that it took more than five hours from the plane’s last transmission for the government to send an alert that the plane had disappeared and more than 10 hours from the last transmission for the first search-and-rescue plane to take off.
The report gave new details on how several primary air search radars, which do not rely on the transponder information, tracked a contact as it moved from Flight 370’s last known position, crossed Peninsular Malaysia and headed out into the Strait of Malacca and the Indian Ocean beyond. But no one that night appeared to associate that radar blip with Flight 370.
It also said 487 pounds of lithium ion batteries packed by Motorola Solutions in Malaysia’s Penang state didn’t go through security screening at Penang airport. The shipment was inspected physically by the airline cargo personnel and went through customs inspection and clearance before it was sealed and left Penang a day before the flight. At the Kuala Lumpur airport, it was loaded onto the plane without any additional security screening.
The report said the batteries were not regulated as dangerous goods. There were 99 shipments of lithium ion batteries on Malaysia Airlines flights to Beijing from January to May last year, it added.
In Sydney on Sunday, Prime Minister Abbott said the hunt for the plane would continue even if searchers scouring a 23,166-square-mile swath of the southern Indian Ocean off Australia’s west coast do not find it.
Four ships continue to scour a patch of ocean the size of West Virginia, using specialized sonar in an effort to locate the aircraft where experts estimate it probably ran out of fuel and crashed into the ocean.
Before Abbott’s comments, it was unclear what would happen if the search of that area, which is expected to end in May, yields no clues. Officials from Australia, Malaysia and China are scheduled to meet next month to discuss the next steps in the search, but Abbott’s remarks indicate that ending it is not an option.
“It can’t go on forever, but as long as there are reasonable leads, the search will go on,” Abbott, whose country is leading the search, said. “We’ve got 60,000 square kilometers that is the subject of this search. If that’s unsuccessful, there’s another 60,000 square kilometers that we intend to search and, as I said, we are reasonably confident of finding the plane.”
“The lack of answers and definitive proof — such as aircraft wreckage — has made this more difficult to bear,” Malaysian Prime Minster Najib Razak said in a statement. “Together with our international partners, we have followed the little evidence that exists. Malaysia remains committed to the search, and hopeful that MH370 will be found.”
Chinese Foreign Minister Wang Yi said his government would provide “all needed service to every next of kin” and help uphold their “legitimate and lawful rights and interests.”
Most of the plane’s passengers were Chinese.
“A year has passed, the plane has not been located, but the search effort will continue,” Wang said during a news conference in Beijing. “Today must be a difficult day for the next of kin. … Our hearts are with you.”
Information for this article was contributed by Eileen Ng, Rod McGuirk and Christopher Bodeen of The Associated Press; by Michael Forsythe, Nicola Clark, Keith Bradsher and Edward Wong of The New York Times; and by Julie Makinen of the Los Angeles Times.