>> we don't get more kids in this building, we're going to lose positions. >> they want the mayor's head on a platter. >> this is not the first time they've been angry. good evening again, everyone. it's 11:00 p.m. in new york, 11:00 a.m. in kuala lumpur. the search for flight 370 is not only getting back under way, but, and this is breaking news, the search area is now shifting. australian authorities say today's efforts will move to an area some 680 miles to the northeast of the old search area, the search area they've been looking at for the last couple of days. it covers about 123,000 square miles and lies about 1100 miles west of perth. this move stemming from ongoing analysis of the plane's last none radar contact. this is all new radar analysis. authorities say it suggests the malaysian airlines 777 was traveling faster than previously

thought. if that is true, which they seem to think it is now, it means it burned more fuel, which suggests it did not fly as far south as first thought. so the surveillance aircraft are getting airborne and have a new ocean to search. this chinese plane lifting off a short time ago outside of perth, including some ultrahigh tech american p-8 poseidons. the second heading to the region from okinawa, japan. we'll have an explanation of why exactly now this radical shift 1600 miles difference in the search area, so there's a lot to cover tonight. we begin with the latest from western australia with the breaking news from paula newton that joins us now. this information could be a game changer. why are they shifting the search area? >> reporter: it is definitely a

game changer. the reason is that when they say they refined their radar analysis, they determined that plane was likely flying faster, which means it ran out of fuel, which means it's in a completely different location than they thought. still shifting much more to the north and east. what does that mean? it does make the search much easier, in the sense it moves it closer to shore. we've been told about the conditions out there, they're horrific on certain days. but it's hard to determine the credibility of what's come before, all of that evidence from satellites, is it debris, is it garbage, what was it? they continue to say, and i'm sure we'll hear more about this in the press conference, that they need to refine their search area further. still, anderson, they are calling this a very, very credible lead. >> here's what i don't understand, but a, you mentioned the satellite data. i would assume they had

coordinates on those various pieces of debris, hundreds of pieces of debris, so if they have coordinates of those, i would have assumed they were in the search area that everybody was looking in, and are they now -- this new search area, is this where they believe debris is or where the actual plane may be? i assume it's where they believe debris must be, because they wouldn't be able to find the plane under water. >> reporter: they most definitely think that's a credible area for where the debris field will be. i was just out on the tarmac with the captain about to fly out one of the p-3s. when you listen to them speak about this, going over those search areas sin credibly difficult in terms of debris shifting. they don't know, did it break up in the air, come apart in the water? they don't know what caused it at the end of the day or how this plane ended its flight in the water. all of these things very

confusing. stunning to me, anderson, i just got off of one of those p-3s. the human eye is still the best thing they have leaving aside all that data. they're still only using their human eyes in rotations 20 minutes to try and spot things on the surface of the water. an incredible challenge ahead. a lot of confusion as to why they refined this search point now so much further inland. and if that's a good thing or possibly means they've been wasting their time. >> hopefully we'll get more word from australian authorities about 25 minutes from now. let's get an update on the search. joining us on the phone is u.s. commander marks. we talked about three hours ago. this is a new -- this is new information from that time. what can you tell us what you know about the latest news that the search area is shifting some 684 miles to the northeast?

>> there were a couple of points that come to my mind. first, it looks to me to be closer, a lot closer for the aircraft, so instead of traveling 13, 1400 miles just to get three hours search time, they should get a little more search time. that's how it looks from my initial indication. the second thing is, our oce oceanographers now have to remap the estimate of how the winds and currents and seas may have affected the debris, and reverse engineer wherever we find the debris to the area we think the plane may have crashed. we work very closely with oceanagraphic experts. what we do is we're waiting for a visual confirmation of the

debris field, and the satellite imagery is helpful, but i have to caution not to be too optimistic until we actually get visual confirmation. once you do, our oceanagraphers reverse plot and that will help us determine a much more specific point where this plane may have crash landed. >> commander marks, help me understand this, because i'm an idiot in science and this kind of thing. but for days now, we've been hearing about satellite data from a variety of different countries showing in one case 122 pieces of debris, whatever it may be, but multiple sightings of debris in the water. i assume those had relatively specific coordinates, and that's where the -- and that's where your efforts, the australian,

new zealand has been looking. does that mean whatever debris that has shown up in the satellites is now -- that it's not stuff from an aircraft? >> great question, and we asked those same things here in the seventh fleet. a couple points. one, that satellite image comes in from all different places. it could be commercial, it could be military, it could be other government agencies. and then the second is, you never know where it may be. if you look at it, they're just little specks on the screen. without visual confirmation, you don't know if it is debris or

not. so i encourage the flights to keep flying. we moved our second p-8 into the theater. in my opinion, it's critical to keep flying these missions in order to get visual confirmation on debris. that way we can reverse engineer the winds and currents and sea states and try to get a position on them. >> you've been dedicating yourself to this since you were tasked with this, and a lot of people in your command have as well from a lot of different countries, as well. is this frustrating for you? have you heard from people under your command who are -- who have been working around the clock on this to now feel like wait a minute, the area we were working in, we're now going 600 miles away from that, or is that just the nature of the job? >> it's not at all frustrating, because we train for this every day. these planes, the p-8, it is built for intelligence, surveillance, reconnaissance,

and anti-submarine warfare. so its mission every day is to go out and search and patrol. so to the pilots and to the air crew, this is what they train for. they know they have different missions. some days it may be ifr, some days you're looking for aircraft debris. so they understand it. and we're -- we have a continuous 24-hour presence, not just in this area, but north of japan, all the way to south of australia, all the way from hawaii to the india-pakistan border. so we are not frustrated. 4 this is one of our missions, and we're very proud to be doing it. and the other thing is to see all of these countries come together is so encouraging. this part of the world is known for having a big melting pot of different governments and ethnicities and religions.

and it's a critical part of the world. that's why we're rebalancing here. to be part of this is something we're proud of and hopefully we can help. >> commander marks, we appreciate you talking to us and all your efforts. thank you very much. i want to bring in our panel here who have been with us throughout the evening. cnn safety analysis david soucie. richard quest, david gallo, co-leader of the search for air france 447. and also former transportation department inspector general mary schiavo. david, let me start off with you. i still find this confusing. so all the satellite data, which was days old, you know, of

alleged debris that had been spotted over the last week or so in an area, they're now searching some -- or moving toward an area some 684 miles away from that. so does that mean that was all wrong? >> you know, i don't know what that means as far as whether it was wrong or right. but what i do know is interpreting the satellite data is not easy to do. people think it's on or it's not. if that transponder is not on, you're looking at very small pieces of white dots. >> it could be white caps or anything. >> exactly. on the radar system, it's pings off of something, but you don't know what it is. so it doesn't surprise me that after digging into that and seeing the possible try angulations that they would readjust their calibrations. >> richard quest? >> what they've done, after we got the satellite information

earliest last week, what they've done is set up an international working group in malaysia. they brought in the ntsb, they brought in everybody who had any expertise in satellite radar because they needed to interpret the kings. then they went and looked at that area of the flight they knew about, from takeoff up to the south china sea, down to the straits of malacca when it lost radar contact. that's the only part of the flight, anderson, that they really know about. they know the speed, they know where it was, they know the height. as you look at this, this is the part of the flight now that they really know about. and they could compare the pings that took place in that part of the flight and then work it out. so what they've done is, this international working group, they've gone back and looked at all this data and they've refined it again and again and again.

so this point here, and now what they're saying is when you look at the three or four pings, at that point, when you look at that part of the flight, you can now deduce the plane was flying faster. therefore, it could not have gone as far south because it would have burned more fuel. it's disappointing, of course, but this is science at the extremity. >> one way of looking at this is that at least it's a sign that they are working together and that these investigators are activity working and refining what they are -- what they are seeing. >> yeah, that's a half full way of looking at it, i suppose. this speed should have been known a long time ago. that information, that radar information just didn't come in recently. so i just think of all the lost time in this area perhaping chasing around garbage bags or

whatever it is in the ocean is a bit frustrating. again, we're on the other side of an opaque investigation. we don't really know what revelation has occurred to them or what ping they've seen. but now it makes me think twice about that big curve and dog leg that we've seen. is that accurate at all? because a lot of those assumptions in that plot they drew out were based on speed assumptions. were those the right speed assumptions? i don't know that. >> david? >> obviously they weren't the right speed assumptions. that's why they have recalibrated it. to me it's a good sign they're starting to work together and adjusting their assumptions. you end up with the final conclusion, you have to constantly review that. >> mary, how do you see this? this is a large readjustment three weeks after the plane went missing. >> well, it's a very large readjustment, but then it also confirms suspicions that a lot of people had.

a lot of us, as we talk these over amongst ourselves, amongst our group here, a lot of us are suspicious about the altitude readouts. we questioned that data. now i question whether they're really sure about the weight points. now it's a new calculation of the speed. and the headings et cetera on the plane. i think some of the other data might be suspect, too. especially some of the altitude indications. >> david gallo, what is your read on this? >> anderson, oh, boy, i'm puzzled. i'm only hoping that behind closed doors they know an awful lot more than they're letting out. i have the same question you had, anderson. i don't think we got an answer to that. this new area, are we looking at where they think the plane

impacted the water or where they expect the debris to be? >> the release i saw is debris. >> the australian transport safety bureau has examined this advice from the international group and determined that this is the most credible lead to where the debris may be located. >> david gallo, to me that reads is whatever that debris was that they were looking at 680 miles away, they don't really think that's credible anymore. >> yeah. that's right. i guess just from a level of frustration, and again from the outside, we don't have all the facts, but to me it's not a game changer, it's a reset. it looks like we're starting over with new assumptions. i'm glad that things are progressing. we'll see what the day brings in terms of what they see on that spot. >> again, we're awaiting this press conference by australian authorities, maritime safety authorities who probably -- at least we hope will be providing more clarification on this.

this is a very big deal. for days now we've been talking about and you've been seeing the satellite images of the debris fields. the prime minister of australia talking about a debris field. it's now moved 680 miles away. we'll be right back. hey there, i just got my bill, and i see that it includes my fico® credit score. yup, you get it free each month to help you avoid surprises with your credit. good. i hate surprises. surprise! at discover, we treat you like you'd treat you. get the it card and see your fico® credit score.

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and can respond to what it encounters. ♪ even if that means completely stopping itself. it's the stuff of science fiction... minus the fiction. the 2014 e-class. see your authorized dealer for exceptional offers through mercedes-benz financial services. welcome back. we're following breaking news. a major shift in the search for flight 370. new data suggesting the plane may have flew faster, shifting the search area hundreds of miles to the northeast. we're also waiting new word from authorities explaining this from australian authorities. we'll bring that to you live. i want to turn to someone who recently had a chance to see what exactly the searchers are seeing, photographer rob griffith. he spent time aboard a royal air force australian p-3 orion.

despite all the advanced equipment on board these planes, how much boils down to folks looking out of the window? >> reporter: from what i saw on board the plane, more than half of everything is determined on what the people using their eyes can key. the equipment is extremely sensitive, but at the end of the day, they need to visually identify each piece. and electronic can't visually do that yet. >> so explain how it works for these spotters. they have a system for doing this kind of searching, right? >> the initial objects were seen on the radar and they relay those objects, the bearings and the headings to the pilots. and everyone on board the aircraft can hear these directions and distances out

from the aircraft. the pilots then will fly towards these objects and in between all of that, they're also monitoring their fuel loads, whether or not they can safety make it to the object that's been identified on the radar. so the spotters can see them. and then they will fly past and not over the top of them, but directly past them and on an angle that the visual guys can see them clearly or as clear as they can without hindrance from the sun or the cloud or the mist that might be around the aircraft at the time. >> they're trained to look for specific shapes and colors? >> they're trained to look for things that would generally not be in the ocean. things that have parallel lines, triangular points. everything in the ocean, you know, dolphins or whales, even waves, they all have curved

edges and rounded areas. so they're looking for straight lines, shapes, colors, and then they'll be able to gather more from that once they see the radar and then put that together with a visual sighting. and determine what it actually is. >> fascinating stuff. appreciate you being on. i want to bring back our panel as we wait to hear from australian officials to hear about this important information now that we have just been getting that the search area has shifted some 680 miles basically to the north, a little closer to australia. so that's the good news on. this and this apparently comes from a harder look, a reanalysis of data but an international team coming out of malaysia. that means all those satellite images of possible debris are most likely from the aircraft,

because now authorities say we're going to search 680 miles away. we'll take a short break and join our panel in just a moment. [ male announcer ] how can power consumption in china, impact wool exports from new zealand, textile production in spain, and the use of medical technology in the u.s.? at t. rowe price, we understand the connections of a complex, global economy. it's just one reason over 75% of our mutual funds beat their 10-year lipper average.

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in just a moment, australian officials are expected to update us all on the search for flight 370. what's being described as a major shift. there's no other way to describe it.

let's bring back our panel, richard quest and david soucie. you guys were optimistic about this at the top of the program. but the more you've been looking at this the more -- have authorities -- i don't want to sound too harsh, but have these searchers been going in the wrong area and wasting the past week? >> yes. they're not doing it deliberately. they're doing it with the best information they have. but there is no getting away from the fact that tonight this is exceptionally disappointing that you're looking now 700 miles or so in completely a northeast direction from where monday, tuesday, wednesday, thursday, you're down here. by the end of the week you're up here. >> in any investigation, you have leaps forward and you have setbacks. it's just so disappointing to see this being played out on such a -- >> that's what makes this investigation different, the way it's being played out

internationally. >> right. >> david gallo, you've been -- you co-led the air france investigation. is this just the nature of these searches, that there's steps forward and steps back? >> yes, of course, anderson. but not of this magnitude. i'm still trying to understand they could have shifted the box for debris. for them to have shifted the debris box must mean they knew the relationship between the old impact area and the present -- the old debris area but they didn't find anything. i'm totally confused. >> when i first heard this, i thought, okay, this means they're moving because this is where they believe the impact area is. but richard, that's not what they're looking at, from what we understand, the statement they've made said this is where we believe the debris is.

>> the statement is less than clear. by using the word, the most credible lead to where the debris may be located. they know that we will interpret that as being a subsequent drift to where the plane would have gone down 20 odd days ago. we know one of the biggest issues they're going to have in this is reverse engineering. so david is spot-on. the fact that they have shifted the debris zone means that not only do they believe the debris zone is 600, 700 miles to the northeast, then the impact area is even further off than that, because of the way things have moved. >> mary, at the end of this day, the new search area, 123,000 square miles, is still a massive area to be looking at. >> it's still a massive amount of area and to me it seems like they're starting over.

it's good they speresponded to previous coordinates but it seems like they're back to square one and that's really confusing on the one hand of how they could have been so far off. but encouraging because they're narrowing it in. they have another area which could prove to be hopeful. >> again, i'm not critical of their individual efforts, and they're working under tremendous pressure, but days have been wasted. let's listen to the press conference now. >> i'm joined today by our colleague, mr. martin doland. i will make an opening statement, as will mr. doland and then we'll take questions. he will answer questions about

aircraft accident investigation issues. i will take questions on implications for the search effort. we would like to update you on some credible information we have received from the atsb, which will see the search area refocused today. the search for any sign of the missing malaysian airlines flight 370 has been shifted to an area north following advice from the australian transport safety bureau. an international air crash investigation team in malaysia provided updated advice to the atsb, which has examined the information and determined an area 1100 kilometers to the northeast of the existing search area and is now the most credible lead as to where debris may be located. the new search area is approximately 319,000 square kilometers an area, and about

1850 kilometers west of perth. the australian special intelligence organization is retasking satellites to capture images of the new area. weather conditions are better in the revised area, and ten aircraft have been tasked for today's search. they are two royal australian air force p-3 orions. a japanese coast guard gulf stream 5 jet. a japanese p-3 orion. a republic of korea p-3 orion and c-130 hercules aircraft. a royal new zealand air force p-3 orion. a chinese people liberation army aircraft. a united states navy p-8 poseidon aircraft, and one australian civil jet acting as a communications relay. four of the ten aircraft are overhead in the search area as

we speak. with a further six planes to fly over the area today. a further p-3 orion has been placed on stand by at the royal air force base in western australia to investigate any reported sightings. six ships are relocating to the new search area, including five chinese ships, and is expected to arrive in the search area tomorrow night. the chinese patrol ship is in the search area.

the united states towed pinger locater and a bluefin 21 autonomous underwater vehicle have arrived in perth to assist in the location and recovery of the black box. these will be fitted to an australian defense vessel, which will arrive in the coming days. and the depth of the water in the search area is between 2,000 meters and 4,000 meters. thank you. the atsb, as australia's transportation safety investigation, is working with a range of other national expert organizations to analyze available data relating to the flight of mh-370 and to determine the best area to search for the missing aircraft. the key pieces of information being analyzed relate to earlier

positional information from the aircraft and its later poling of a satellite through its aircraft systems. the new information is based on continuing analysis of radar data, about the aircraft's movement between the south china sea and the strait of malacca before radar contact was lost. this continuing analysis indicates the plane was traveling faster than previously estimated, reducing the possible distance it traveled south into the indian ocean. the international investigative team supporting the search continues their analysis of the data. this could result in further refinement of the potential flight path of mh-370. radar and satellite poling data has been combined about the likely performance of the aircraft, speed and fuel consumption in particular, to arrive at the best assessment of the area in which the aircraft

is likely to have entered the water. the information provided is the most credible lead we currently have in the search for aircraft wreckage. however, this information needs to be continually adjusted for the length of time elapsed since the aircraft went missing and the likely drift of any wreckage floating on the ocean surface. finally, let me stress that under international convention, malaysia has investigative responsibility for malaysian airlines flight mh-370. at this stage, the atsb's task is to assist in the search of the aircraft. [ inaudible ] >> this is the best estimate of the area in which the aircraft is likely to have crashed into the ocean, yes. >> have you considered taking into account the drift of the

currents and also -- >> in determining the search area, mr. young will comment further. we have taken account drift information as well as the likely entry point of the aircraft into the water. mr. young, do you want to add? >> that's correct. that's what we've been doing with all of the searches we've conducted so far. this is day 21 for the search for the aircraft. so we have, using our own in-house systems, as well as expert advice from the united states coast guard and commercial companies, drifted the area for 21 days of movement taking into account the actual weather and the known currents for the area, yes. >> how many debris fields seen by satellites? >> how much faster was the plane going according to the new analysis and how you know it continued to go at that faster speed after the radar lost

contact? >> this will remain a somewhat inexact science. i don't have in front of me the exact figures of the estimated speed, but this was an estimated estimate of the speed. >> that suggests no human control of the plane at some point? >> the assumption is that the aircraft was traveling at a close to constant speed and the reason we know that the aircraft continued to travel is we are bringing together, we and the international investigative team, are bringing together two sets of data. the dating from poling of the satellite that can give an arc within that specified time the aircraft was, and about the likely performance of the aircraft and matching those two sats of data to get point where is the aircraft is likely to

have gone through and ended up. >> how many of those debris fields spotted by planes or satellites could have drifted from that area? would this rule out any of the potential debris fields? >> firstly, i would not use the term debris field associated with the satellite imagery. what we do is to seek expert advice to advise us which of those are credible enough to search on. you might recall we've done some of that lately, and not found any objects. does that answer your question? >> is the previous search areas to the south, are they active or now abandoned? >> we have moved on to those search areas to the newest credible lead, based on the

information from the accident investigation site. that is now our best place to go. i would remind you that the analysis in fact is the same form as we started with. it has been refined and moved on. it's not a new theory. >> you've got a range of aircraft and ships from several different countries involved in this search. hopefully now they'll start being able to pick up pieces of wreckage. is there any agreement or understanding or maritime rule that says all of this wreckage, any debris they mind must all wind up in the same country to be properly investigated or could it wind up scattered around the world? >> the answer to that question comes from international convention that relates to accident investigation, which says that it's the responsibility, in this case of the country of registry of the aircraft to initiate an investigation.

and that that country, through their investigator in charge, has to secure the wreckage and make it available for the investigation. any wreckage that is obtained we will hold on behalf of the malaysian investigation team and await their instructions and we're in continual discussions with the malaysians about the progress of the search and we will continue to discuss with them the handling of wreckage. >> so anyone that picks it up would have to hand it over to the australians? >> yes. we are in the search operating on behalf of the malaysian government. >> i think the previous analysis indicated that the last ping was at 11:00 p.m. on that particular morning. if the plane was flying faster, burning fuel faster and might have gone down earlier, is that

previous analysis now contradicted and that timeline now contradicted? >> no, the previous analysis had a range of possible assumptions about aircraft speed. those assumptions have now been refined. what is tested is the aircraft speed and therefore likely position against the arcs that come out from the satellite. so bringing those two together gives you the most credible path for the aircraft. it is being refined over time. what we have at the moment is the most credible location of the entry into the water and therefore the place to search. >> the area that you've refined it still very remote but it seems less remote than you were watching before. what does that mean for things like your sortie rate, does that mean you can put more planes over the area? >> we will certainly get better time on scene. we started nearly 3,000 kilometers from perth, so taken

quite a lot off that. you might recall we were talking in terms of one to two hours on scene. we're now doing much better than that. the other benefit we get from moving further north, the search area has now moved out of the roaring 40s, which creates very adverse area frequently. i'm not sure we'll get perfect weather, but it's likely to be better more often than what we've seen in the past and we'll see what that does in terms of satellite imagery when the retasking of satellites starts to produce new material, as well. >> which way would wreckage likely drift, towards the mainland of australia or further out into the indian ocean? >> forgive me, i'll have to take that on notice and give that back to you. i think the drift is towards the east, but i need to look at it and get back. >> you mentioned continuing analysis of radar data.

is there new radar data or can you be specific which data you're talking about from which country, et cetera? >> the data is a matter in detail for the malaysians. there is a set of radar data from a number of sources. but most of this work is closer analysis of existing data rather than new radar data coming to light. >> can you explain about their role and what satellites or whatever we have access to or are sharing, that we can actually retask? are they things that pass over the area once a day, ten times a day? >> they're effectively providing a service for government agencies. we take it as a consumer, and to they are looking through all of

the satellite imagery that's available. i'm sure they take it from commercial and government sources. and they provide us with the best leads that are available. i think in you want a detailed explanation, you probably need to talk to them. >> the potential debris spotted supports the apparent search area, given that it may have drifted from that area? >> referring to the new area, aircraft have only just arrived on scene today. so we'll need to wait to see what emerges. in regards to the old areas, we have not seen any debris. and i would not wish to classify any of the satellite imagery as debris, nor would i want to classify any of the visual sightings we made as debris. and that's just not justifiable from what we have seen.

>> the search until today has been a waste of time focusing on the southwest area? >> the search to date has been what we had at the time. that's nothing unusual for search and rescue operations. this happens to us all of the time. that new information will emerge out of sequence with the operation itself, and i remember occasions when -- at least on one occasion we searched for six days for a missing helicopter in the victorian area, and it was only on the seventh day that we got a break from someone who had been camping in the area, seen it, phoned the information in. we refocused some significant distance and found the aircraft. so this is the normal business of search and rescue operations, that new information comes to light and i don't count the original work a waste of time.

>> the press release said the -- this one shown on the map, the one after refinement or before that, are you still working on that or based on this route? >> the new area is based on the refined data. that's the best information we have. on caref fuful analysis at this point. it's possible that further analysis may change that again. >> we've had various things like the succession of things that came out once an hour or whatever and various radar. what are you actually refining

here? >> we're refining the relationship about assessment of aircraft performance. so not just speed and fuel, but the overall performance of a 777 in a range of scenarios. we are looking at the data from the pinging of the satellites, the poling of the satellites. that gives a distance from the satellite on the aircraft to a reasonable proximation, and bringing those to assessments, the various projections of aircraft performance against the information about distance from satellites at given times of the aircraft, which is an arc. so it's trying to find the best end point and look beyond that where the search is best therefore located. >> when an aircraft like this runs out of fuel, does it just drop straight down? >> there are a range of scenarios that have to be fed in. that's one of the reasons the search area is a very large one.

i'm sure mr. young would have a comment on this, as well. this is still an attempt to search a very large area and for surface debris that would give us an indication of where the main aircraft wreckage is likely to be. this has a long way to go yet. >> there were indications that the plane had changed course several times. and this was one of the reasons that foul play was suggested. can you just explain the current thinking on that? is it still the belief it changed course several times? the radar data that i was talking about was related to those in initial stages where there was changing of the course of the aircraft. the best assessment from then on in is that the aircraft headed south consistently into the indian ocean. what we've been doing now is working out the most likely flight path based on the information available. >> last question.

>> to narrow down the search area, what lead do you think is most credible, aside from the debris? this question is for atsb. are you currently looking at other leads from the emerging investigation on radar or satellite data? >> the question about search, mr. young i think should answer it first. >> can i start by saying the two primary methods that we've had so far are these analysis, which are about the movements of the aircraft. and that, in fact, is the best information that we can have. anything we can have about the movements of the aircraft create the greatest degree of confidence. we've also had satellite imagery, which has been followed up. it's actually not produced any

sightings for us. but that may change in the future. we also use sophisticating oceanagraphic modeling to determine whether objects will move. in terms of keeping the staearc area confined, knowing what happens to the water is very important. recall, please, this is 21 days after the event was expected to happen. over that 21 days, there will be a significant amount of random dispersion of objects. so the search area steadily gets big we are time. we've been fortunate with the previous search areas that the water movement was slow, and therefore the search area didn't rapidly get bigger. and in direct answer to your question, we will put down

mark marker buoys so that we know with accuracy where the water is moving, and that provides us the best way to keep the search area confined rather than simply accept that it's going anywhere in a search area gets bigger. i'm sorry that's a complicated issue. >> all the information that is currently available to the investigation that is relevant to the likely movements of the aircraft has been -- and the analysis of that has been made available to the search. we will continue to do that. we are not at this stage, but we will continue to consult with our international colleagues, seeing other lines of inquiry or information that will add much information to what's currently on the table. thank you, everyone. thank you very much. >> okay.

australian officials on tonight's breaking news, the search area has been shifted. that's the polite way to say it. the old search area we've been following for the past week, that's been abandoned. they're not searching there anymore. they've moved about 680 miles to the north because of assessments of flight 370's flight path have been refined in their words. you heard there from australian maritime safety officials. they were asked has it been a waste of time? the response was, it was the information we had at the time. richard quest, all that satellite data which we just showed, they don't even want to say it's debris. >> since he said -- since he said that the ships are being moved to the new zone, and the four planes are already there and the later planes are going there, so nobody is going down to look at those satellite image objects, we must assume they're

basically saying no, it's not relevant anymore. what i'm confused about tonight, amongst other things, the debris -- the new search area, we had assumed before the news conversation that this was the debris field allowing for drift of 20 days. but he said in that press conference that this was the crash point. >> i believe what he said was -- he indicated they were both. which either he misspoke or the only other interpretation is he believes the debris, given the currents hire, which are not as strong as in this other area, are closer to the crash point. >> i'm sorry, but it's only 700 miles away. i can't imagine it being that different, now after 20 days it's going to be that close to where the crash site is. >> miles, what do you think? >> he said it included 21 days

of moving, taking into account the actual weather and currents, and he said it was an inexact science. so to be sure. i'm beginning to wonder now if we should put any faith in that track that we've been investing so much time and conversation in, which includes these two separate turns. what it was just a 180 after some event, and it went straight down to what we're talking about now. that once again puts us right smack into mechanical failure or decompression. >> we have to take a break. we're going to 1:00 a.m. we'll be right back. i always say be the man with the plan

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welcome back. at the top of the hour, early afternoon for malaysian airlines flight 370. a brand all the talk about 122 pieces of debris, all the images you have seen, those have now been abandoned. the entire search area that the authorities were searching for the past week, no one is searching there anymore, three or four hours ago they were talking about searching there. now, the entire search area has moved some 260 miles to the north. the good news, it is an easier place to get to, the other good news, the weather conditions