美国公布东航空难数据现真相，副机长自S，131人陪葬！｜NTSB｜中国民航总局｜黑匣子｜信息公开｜5735航班｜王局拍案20260504

Everyone, on April 29th, the US National Transportation Safety Board, the NTSB, released some of the data and evidence related to the China Eastern Airlines Flight 5735 crash.

The amount of material is huge, 1,959 pages in total, and honestly, after this evidence was made public, you could say the real cause of the Flight 5735 crash has pretty much come to light.

I've already done three episodes on this crash before.

We were among the first in the media to reveal that this wasn't caused by mechanical failure or bad weather.

It was caused by human factors.

So what exactly was the human factor?

It was the co-pilot of Flight 5735.

His name was Zhang Zhengping.

He was 59 years old at the time.

Zhang had suffered investment losses, and he may have become pretty disillusioned about his future and life in general.

On top of that, he was divorced and had only one daughter.

But the most important thing is that a few years earlier, because of a flight safety incident, China Eastern had disciplined him and demoted him from captain to co-pilot.

As we know, there's a huge difference in pay and status between a captain and a co-pilot, so he must have felt deeply resentful.

On that day, the captain of Flight 5735 was Yang Hongda.

Yang was very young, only around 30 years old, and he was already a captain.

He had also been trained by Zhang Zhengping himself.

More importantly, Yang Hongda's father was the leader who had dealt with Zhang Zhengping's incident back then.

So that day, when Yang Hongda went to use the bathroom, Zhang Zhengping took the opportunity to lock the cockpit door.

Then he flew the plane into the ground in what was essentially a suicide act.

That, roughly speaking, is what happened in the China Eastern Flight 5735 crash.

At the time, I came to this conclusion mainly because people inside China Eastern leaked information to me and described the whole process.

Of course, there was also some indirect evidence.

For example, someone provided me with evidence showing that Zhang Zhengping had failed in his investments.

And then, after the crash, didn't the Civil Aviation Administration of China issue a document?

It required domestic airlines to switch all flights to a dual-captain system, meaning there had to be at least two people in the cockpit at all times.

Never just one person alone.

Also, airlines across the country began conducting checks and requiring reports on the psychological condition of captains and co-pilots.

Think about it.

When you piece together all of these clues, they more or less point to that conclusion.

But back then, all of this was still based on logical deduction.

There was no direct evidence.

Later, the Wall Street Journal revealed some evidence provided during the US side's involvement in the investigation.

But that was still indirect evidence.

This time, however, the evidence is different.

This is direct evidence.

So it's really worth talking about.

Before getting into this evidence, let's first talk about how China handled the investigation into Flight 5-735 and how information about the crash was disclosed.

The crash happened on March 21st, 2022.

According to the data released by the Chinese side, Flight 5-735 took off at 1.16pm.

By 1.23pm, it had reached its cruising altitude of 8,900 metres.

The flight had taken off from Kunming Changshui Airport and was headed to Guangdong.

Then, after it reached cruising altitude at 1.27pm, by 2.2055pm, radar monitoring showed that Flight 5 -735 had deviated from its route.

Right after that, at 2.2140pm, it disappeared from radar records.

So this whole process took less than a minute.

At that moment, what was its altitude?

It was 3,380 metres.

Its ground speed was 1,010 kilometres per hour.

Extremely fast.

Almost close to the speed of sound.

After that, radar could no longer pick up the aircraft's signal.

But as we know, modern civil aviation aircraft all have an automatic information transmission system.

It collects data on the plane's flight information and flight attitude.

This is called ADS.

This ADS system sends out information every two seconds to certain websites.

So from that, we can roughly know the aircraft's flight status.

The final data for Flight 5-735 obtained from those websites was at 2.2235pm.

At that time, the aircraft was 983 metres above the ground.

After that, it crashed into the ground.

So what can we tell from this?

From the moment the plane deviated from its route at 22055pm to the moment it hit the ground, the entire process lasted only about 90 seconds.

It was incredibly fast.

After the accident happened, China's civil aviation authorities began leading the investigation.

About a month later, the CAAC released a preliminary investigation report.

There was one sentence in that preliminary report that was especially important.

Ground air traffic controllers called the crew, but received no response.

Normally speaking, if the crew discovered something was wrong with the aircraft and ground control called them, the crew would definitely respond.

But there was no response.

Air traffic control kept asking over and over and got nothing back.

That is a very key piece of information.

Under the rules of the Convention on International Civil Aviation, after an air crash happens, in principle, a report should be released within one year.

But on March 20th, 2023, the CAAC released an explanation about the accident investigation.

In that explanation, they said the accident was extremely complex, and the whole process was extremely rare, so the investigation was still ongoing.

They said the investigation was focused on four areas.

First, they were putting together more than 100 relatively large pieces of wreckage to analyse the cause of the crash.

Second, they were studying and analysing the condition of the crew members, including the pilots.

Third, they were reconstructing the aircraft's flight attitude.

They were using real aircraft, as well as flight control simulation systems, to take the plane's data and replay what exactly happened during the final 90 seconds.

That was the information released one year later, on March 20th, 2023.

Then on March 20th, 2024, the CAAC released another interim explanation about the investigation into the Flight 5735 crash.

In that document, they again said they were further analysing the wreckage.

They were also continuing to investigate and analyse various aspects of the pilots, as well as the flight path and flight attitude.

So in the reports released one year and two years after the crash, they did not state the actual cause of the accident.

But they did say the aircraft itself had no problem.

Communication between air traffic control and the ground along the route had no problem.

The weather had no problem.

All the aircraft systems checked before take-off had no problem.

The pilots and crew members also had no issues in their medical checks at the time.

They talked about a lot of things that had no problem, but they never said what did have a problem.

I analysed this in my previous episodes too.

When they say all these things had no problem, they are basically ruling out problems with the aircraft itself, and ruling out other external factors.

So if you read between the lines, what does that leave?

Basically, it leaves only the crew.

But they never said that directly.

That was the situation update released on March 20th, 2024.

Then, by March 22nd, 2025, three years after the accident, which was last year, the CAAC simply stopped issuing any explanatory statement at all.

And by March 20th, 2026, they still didn't release anything.

Everyone understands what that means.

They're definitely not going to release it anymore.

They just hope people hurry up and forget about this whole thing.

So they just won't publish it.

I've said this before.

The cause had already been made clear a long time ago.

But they will never announce it.

They will never tell you.

So what do they do instead?

They just keep saying the investigation report hasn't come out yet, and that the investigation is still ongoing.

Then last year, something changed.

On July 23rd last year, a document started circulating online.

In that document, a person surnamed Liu had filed a request with the Civil Aviation Administration of China, asking for government information disclosure.

Basically, he was asking, what exactly caused the Flight 5735 crash?

You need to make that public.

Under China's regulations on government information disclosure, this kind of information involves the public interest.

So it should fall under information that must be disclosed.

But the CAAC sent him a written reply.

The date on that reply was July 23rd, 2025.

From that document, we can see that the applicant was surnamed Liu.

The response said that the information he requested, if made public, could endanger national security and social stability.

So according to Article 14 and Item 3 of Article 36 of the Government Information Disclosure Regulations, the agency decided not to disclose it.

Then it said that if he disagreed with the decision, he could apply for administrative reconsideration, or he could sue them.

As for whether this Mr. Liu later sued the CAAC, or whether he applied for administrative reconsideration, we don't know.

But after this document was posted online, a lot of people started copying him.

They said, well, if this Liu guy can request information disclosure, then we can request it too.

But then people discovered that by the end of June 2025, the information disclosure section of the CAAC's website had already stopped working.

When you clicked into it, it was just a blank page.

Previously, if you wanted to apply for government information disclosure, you could do it directly online.

But now you couldn't.

So what could you do?

If you wanted to request disclosure, you had to write a formal paper application.

And you had to attach your ID number and other personal information, then mail it to the CAAC.

Even so, I saw that some people still handwrote information disclosure requests and sent them to the CAAC.

But all of those requests basically disappeared into a black hole.

That's not surprising.

No matter how many times you apply, no matter how mandatory disclosure is supposed to be, they've already said it, this could endanger national security and social stability.

In fact, those two lines in that document indirectly confirm the conclusion I talked about before, that Flight 5735 was caused by a pilot's suicide.

Because think about it.

If they publicly announced that a pilot no longer wanted to live and deliberately flew the plane into the ground, taking 132 passengers and nine crew members down with him, wouldn't that be considered a threat to national security?

Wouldn't that be seen as a threat to social stability?

They would be afraid that other pilots might copy it.

Because among pilots, there are certainly people who are unhappy with the party or with society.

There are definitely people who don't want to live anymore.

Some may have lost money in P2P lending collapses.

Some may have speculated in Bitcoin.

Some may be underwater because of falling housing prices.

All of that is possible.

So if someone like that doesn't want to live anymore and decides to take an entire plane full of people with him, then the authorities would definitely believe that this absolutely cannot be made public and that it absolutely cannot trigger a copycat effect.

If we look at it from a charitable angle, that may be how they're thinking about it.

Then right after that, on April 29th this year, the US NTSB began releasing information.

So how was this information released?

In January this year, a Chinese person from Nanjing, Jiangsu, filed a freedom of information request with the US National Transportation Safety Board.

He asked the NTSB to provide the following information.

Any NTSB final report, technical memorandum, factual report, briefing summary, briefing document, or any other written summary related to China Eastern Airlines flight 5735.

If you don't have a single final report, then please provide the written summary document that is the most representative or complete in recording the NTSB's participation in the investigation process and the final outcome.

That was the first part.

The second part was this.

Any communication logs, indexes, tracking records, registries, or similar documents kept by the NTSB that list or summarize all communications between the NTSB and the Civil Aviation Administration of China regarding China Eastern Airlines flight 5735.

Between March 21st and May 21st, 2022.

We don't know this guy's name.

We also don't know whether he's the same person surnamed Liu from earlier.

I saw some people analyze it and say that the data on his cloud drive seemed to have some connection to Shanghai Jiao Tong University, but none of that is clear.

What is clear is that this person really knew what he was doing.

Why do I say he knew what he was doing?

First, he knew that the NTSB had participated in the investigation of this accident.

But because China was the lead investigating country, the US NTSB did not have the authority to publish the final investigation report.

However, the NTSB did hold a large amount of crash -related data from China Eastern flight 5735.

Because everyone knows that after the crash, flight 5735 had two black boxes.

One was the flight data recorder and the other was the cockpit voice recorder.

Both sets of data were sent to the United States for decoding and analysis.

So the US definitely had backups of that data.

Also, during the accident investigation, although China was the lead investigating country, the US sent two representatives, one from the NTSB and one from Boeing because the aircraft was made in the United States.

So the US also had the right to participate in the investigation.

And during that process, there must have been a lot of correspondence between the US side and the CAAC, right?

There must have been a lot of data exchanged back and forth.

So what this person was asking for was release the data that the US side has in its possession.

After the NTSB received this email, they reviewed it.

And yes, under the convention on international civil aviation, China is the lead investigating country.

So the US does not have the right to publish the official final report.

But US aviation law contains an exception.

It says that if within two years after an aviation accident, the accident report still has not been made public, then the NTSB has the right to release the data it has in its own possession.

Because of this rule, after the NTSB saw the disclosure request, they began searching for how many documents related to China Eastern Flight 5735 they had.

And how many did they find?

They found 2,818 pages.

Then they started processing the data because some of it involved privacy issues and other sensitive information.

They spent more than three months redacting and sanitizing it.

After that redaction process, how much material did they provide to the applicant?

A total of 1,959 pages.

So all of that was given to this Chinese applicant.

What about the difference?

The difference is around 900 pages that were not released.

What kind of material was withheld?

The NTSB explained this themselves.

Mainly it fell into several categories.

The first category involved commercial secrets.

For example, some material involved Boeing's trade secrets.

Under normal US practice, that kind of data is not made public.

But the amount was not very large, just a few dozen pages.

The second category was the US side's own internal analysis of what may have caused the Flight 5735 crash, either before or while they were participating in the investigation.

Even though the US was not the lead investigating country, they still had their own system.

They still had to analyze the data themselves.

But this part involved the US side's own subjective judgments.

So they did not provide it to the applicant.

The third category involved personal privacy.

Things like passengers identifying information, phone numbers, home addresses, and so on.

That information was not released either.

So in total, those were the three categories of information they withheld.

Everything else was provided to the applicant.

And the most important part of what was released was the full flight data from the flight data recorder before the crash happened.

We've talked about this before.

Modern aircraft generally have two black boxes.

One is the flight data recorder, and the other is the cockpit voice recorder.

Once these two recorders are found and the data is recovered, the basic cause of a crash can usually be figured out.

According to the released flight data materials, the flight data recorder was found on March 27th.

And from the documents now provided by the US side, we can learn this.

After the flight data recorder was found, the Chinese side tried to extract the data on their own.

But they failed.

Both of the black boxes were manufactured by the American company Honeywell.

So in the end, China had no choice but to hand the black boxes over to Honeywell and ask them to extract the data.

After Honeywell received the flight data recorder and inspected it, they found that it had been severely damaged.

Later, the cockpit voice recorder was also found to be badly damaged.

That's because flight 5735, in its final moments, basically plunged straight into the ground from the sky.

Its speed was almost like the speed of sound.

So you can imagine, the plane didn't just break apart.

It was essentially shattered.

Even the black boxes were damaged.

After Honeywell got the flight data recorder, they began repairing it.

The repair process took quite a long time.

Eventually, they fully decoded the data.

After decoding it, they also made some revisions.

Why?

Because the data did not record all the way to the exact moment the aircraft crashed.

It only recorded 23 seconds of data after the aircraft began showing abnormal data.

As we just said, from the moment the plane deviated from its route to the moment it crashed, the entire process lasted about 90 seconds.

But the flight data recorder only captured 23 seconds.

Why did it only capture 23 seconds?

I'll explain that in a moment.

But even these 23 seconds of data are extremely revealing.

What do they show?

At 2.20.55pm, when the aircraft began leaving its route, what happened?

The fuel supply to both the left and right engines was shut off almost simultaneously, less than one second apart.

Now, for both engine fuel supplies to be cut off like that, it's very unlikely to have been caused by a simple mistake.

This aircraft was a Boeing 737-800.

To cut off the fuel supply, you have to put your hand on a lever, lift it up, and then pull it down.

It's a two-step process.

You first have to release something, like a safety lock, basically a safeguard, and then pull the lever down.

And in this case, the fuel supply to both engines was shut off at almost the same time.

Second, the plane didn't just have its fuel cut off.

Because if you only shut off the fuel, the plane could still glide, right?

But as everyone knows, when the plane came down, it was diving nose first.

And that dive was also caused by someone in the cockpit actively pulling the control column.

Once the control column was pulled, the aircraft's nose began pointing downward, and the plane started diving.

This is the data recorded by the aircraft's flight data recorder.

So why did the flight data recorder only record 23 seconds of data?

That's because the flight data recorder gets its power from the aircraft's overall electrical system.

It does not have its own independent battery.

But after the fuel supply to both engines was cut off at the same time, the aircraft itself immediately lost power.

The flight data recorder stopped working and entered a data blind spot.

From the moment the engines were cut off from fuel, to the moment the flight data recorder lost power, only 23 seconds passed.

But those 23 seconds were already enough to reveal what the aircraft's flight attitude looked like at the time.

So based on the data provided by this flight data recorder, we wrote some code, originally from ex-user Oxgarfield, also known as Jiafei Zhang, to reconstruct the aircraft's final 90 seconds of flight attitude.

You can take a look.

After the plane left its route, it began diving downward.

After that dive, it was pulled back up by more than 300 meters.

Everyone remembers that part of the process.

Then it continued diving again.

The whole process lasted about 90 seconds.

The later part was basically reconstructed using ADS data from that time.

Now, this raises a question.

What exactly happened during that 300 meter pull-up?

Also, the flight data recorder showed that some of the data from the left and right sides of the cockpit seemed a bit chaotic.

One possibility is that there may have been some kind of struggle or fight inside the cockpit.

Another possibility is that as the aircraft was descending and diving, the plane's autopilot system, or automatic stabilization system, produced a kind of counterforce, which caused the plane to rise again briefly.

Over the past few days, I've also asked some people in China's aviation industry how to interpret this data, whether it can prove that something happened inside the cockpit, like a fight.

But as everyone knows, our previous conclusion was already very clear.

Zhang Zhengping was sitting in the co-pilot's seat, and from there, he could control the aircraft.

If someone had been sitting in the captain's seat, meaning if Captain Yang Hongda had been there, he could have cut off the co-pilot's control system.

So the captain's seat must have been empty.

The captain must have been locked outside the cockpit.

That means the possibility of a fight inside the cockpit basically does not exist.

At most, there may have been an observer in the cockpit, but right now, we don't know whether the observer was still inside or not.

Most likely, the observer was not inside either.

Or, even if he was, he may not have known how to fly the plane.

So the more likely explanation is that when the aircraft was diving, the speed was simply too high.

Because of the airflow acting on the plane, there was a counteracting force that caused it to climb back up by more than 300 meters before it went down again.

Now, from this, we can analyze something else.

If Zhang Zhengping wanted to commit suicide, why would he shut off both fuel supplies?

In theory, he could have just flown the plane straight into a dive.

So we also asked some industry insiders about this.

They said that if you fly the plane straight down with engine power still on, the aircraft could break apart in midair because the speed would be even higher.

After all, you'd be diving with thrust still applied.

In that case, you might not be able to keep the aircraft intact all the way until it hit the ground.

That's the first point.

The second point is this.

Once both fuel supplies were cut off, the aircraft lost electrical power.

You can imagine what the passenger cabin would have looked like, completely dark.

The whole process lasted only 90 seconds.

So once the power was gone and the aircraft began diving straight down, it cut off any possibility of the crew saving themselves.

For example, say someone outside the cockpit wanted to get into the cockpit.

Think about it.

Suddenly, the entire cabin is dark.

There's no power, and the plane is plunging almost straight down.

When a plane is diving like that, everyone inside the cabin is thrown into chaos.

People's positions are basically flipped around.

You wouldn't even be able to stand up, right?

So I think this data shows that when Zhang Jingping carried out the suicide crash, he was absolutely determined to die.

He was also determined to make sure no one would be able to interfere with the process.

He flew the plane straight into the ground.

That's the conclusion the flight data recorder leads us to.

Besides the flight data recorder, this report also talks about the cockpit voice recorder.

As for the cockpit voice recorder, the document gives an explanation.

Basically, it says, you asked for all the files, right?

Well, let me tell you, we also repaired the cockpit voice recorder.

Wasn't that black box found on March 23rd?

That was the cockpit voice recorder.

At first, the CAAC organized its own experts to analyze it, but they found that the cockpit voice recorder had also been seriously damaged.

The audio files they extracted were all just noise and static.

Nothing could be made out.

In the end, China had no choice but to send the cockpit voice recorder to Honeywell in the United States for analysis.

After Honeywell received it, they also began by inspecting it.

After the inspection, they found that many of the circuits inside had been completely messed up.

So they had to restore it bit by bit, reconnecting everything piece by piece.

After that, they came up with a full repair plan.

It seems to have taken quite a long time before they finally repaired the cockpit voice recorder and extracted all of the audio files.

The cockpit voice recorder had four audio channels.

There was one microphone in front of the captain.

There was one microphone in front of the co-pilot.

There was one microphone for the observer in the cockpit.

And there was one audio channel from the passenger cabin.

The first three cockpit microphone channels recorded a total of two hours, 120 minutes.

The passenger cabin channel recorded 180 minutes.

This black box was different from the flight data recorder we talked about earlier.

It had its own backup power supply.

So even if the aircraft lost power, it could still continue recording on its own.

That's why the cockpit voice recorder is especially important.

Its recording should have continued all the way until the final moment when the plane crashed.

So how was the audio quality after Honeywell extracted the cockpit voice recorder data?

The report includes that information too.

All four channels were rated as excellent.

And by excellent, they meant that all the audio from the cockpit voice recorder was usable.

The sound quality was very good.

You could understand it clearly as soon as you listen to it.

After the files were decoded, the document shows that a Chinese delegation led by Wan Xiangdong, the chief pilot of the CAAC, went to the United States and listened to all of the audio.

Once they finished listening to that file, we all know what that means.

How exactly the crash happened should have been completely clear.

But the US side had no authority to release that audio file publicly.

During this information request, the NTSB said that under US law, cockpit voice recorder audio generally cannot be made public.

Second, they said they had already handed over all of the audio files and did not have backup copies in their possession.

The reply document also says that some of the files being provided came from the FAA, not from the NTSB.

So some materials would later be provided by the FAA.

As for whether the FAA has actually given those files to the applicant, we don't know yet.

Now, did the US side hand over all of the cockpit voice recorder audio files to China?

I have a question mark there.

I have some doubts.

I personally don't think they gave everything away without keeping a backup.

But the NTSB may not have those files in its hands.

Or even if they do, they wouldn't give them to this applicant because of restrictions under US law.

At the very least, they definitely have a written transcript of the cockpit voice recorder.

That transcript is either in the hands of the FAA or the NTSB, but they did not give it to the applicant.

So if the cockpit voice recorder file were made public, then there would basically be no doubt left about the whole process.

Right now, we're reconstructing the entire flight based on the flight data recorder.

But the cockpit voice recorder captured the sounds at the scene.

Think about it.

At the time, air traffic control was trying to contact the co-pilot, calling into the cockpit.

But the co-pilot didn't respond.

Zhang Zhengping didn't respond.

But there must have been sounds in the cabin.

Because wasn't one of the audio channels from the passenger cabin?

And wasn't Yang Hongda in the passenger cabin at the time?

There were also other cabin crew members there.

They must have talked.

They must have shouted.

All of those sounds are now buried in the archives of China's Civil Aviation Administration, classified as state secrets.

You won't get to hear them.

They won't release them.

So that's basically the overall picture of the data released by the US.

Next, let's talk about this.

If people want to get more data in the future, what possible channels are still available?

First of all, there's basically no hope in China.

Whether you apply for administrative reconsideration or file an administrative lawsuit, the Chinese government will absolutely never release it.

So the only possible source is the data still held by the United States.

As we just said, there are three major parts of the data.

Apart from the flight data recorder data that has already been released, there is also the US side's own subjective analysis and judgment from back then, as well as the cockpit voice recorder materials.

Those are the three main categories.

Among them, the US side's own analysis and the cockpit voice recorder materials have not been released.

So if those are ever going to be made public, I think there are two possible routes.

The first is for the applicant to sue the NTSB and demand that the NTSB continue releasing the documents it still holds, including its own internal analytical materials.

Because in that subjective analysis, in the US side's own analytical report, there is very likely to be content quoted from the cockpit voice recorder transcript.

The second route is to file another request with the FAA, asking them to release more of the data they have.

And if the FAA refuses to provide that data, the applicant could also sue the FAA.

As everyone knows, the United States is a country with an independent judiciary.

Whether it's the FAA or the NTSB, they have to obey court rulings.

So if a court rules that the NTSB or the FAA must hand over the data they have to the applicant, then they would have to release it.

And if this person doesn't do it, then theoretically, anyone else who does the same thing could get the same result.

So if any viewers of Wangju Paiyan want to try this route, I think it's entirely possible that this path could eventually lead to obtaining the core data from the cockpit voice recorder.

At the end of today's episode, I also want to say this.

In modern society, it's basically impossible to completely cover up or hide the true cause of an air disaster.

Think about it.

The accident happened four years ago.

If you still want to cover it up now, well, the US has data in its hands.

And for various other reasons, that data could still be made public.

You can't really keep the truth hidden from the public forever.

I also think the cause of this crash should be made public.

Some people say that if you reveal it was a suicide, it could trigger copycats.

But think about it.

Inside China's civil aviation industry, the cause of this crash is basically already known by everyone.

The only people who don't know are ordinary citizens.

Which pilot in China's civil aviation industry doesn't know that China Eastern Flight 5735 was actually caused by pilot suicide?

Everyone knows.

And if they wanted to copy it, could you stop them?

You couldn't.

So making this data public would not only increase society wide accountability and oversight of the civil aviation system.

It would also help the system itself carry out reforms and corrections internally.

If the black box just becomes a black hole, then think about it.

If there really was a problem, or if there were internal management issues, who would apply public pressure and force the system to reflect and reform?

No one.

One final point.

Everyone knows China is now developing the C919 and C929.

The progress seems pretty fast too.

I'd guess that in the next few years, they may start being used on a large scale.

But I think the reason the US was ultimately able to release part of the data in this case is that the aircraft was a Boeing.

If this plane had been a C919, just imagine the US would not have had the right to participate in the investigation at all.

The US might not even have been able to get access to the data from the two black boxes.

Then this whole thing really would have disappeared into a black hole.

So from that perspective, I think Boeing and Airbus had better step up.

You guys can't get completely beaten by the C919 and C929 in the future.

Because if one day, most of the planes flying in China's skies are C919s and C929s, then if another air disaster happens, there may be no hope at all of ever getting the final truth about what caused it.

All right. That's all for today.

Thank you, everyone.