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F-GZCP, the aircraft involved, seen in 2007AccidentDate1 June 2009SummaryEntered high-altitude; impacted oceanSitenear TASIL: 9:AircraftAircraft typeOperatorIATA flight No.AF447ICAO flight No.AFR447Call signAIRFRANS 447F-GZCPFlight originDestinationOccupants228Passengers216Crew12Fatalities228Survivors0Air France Flight 447 (AF447/AFR447) was a scheduled international passenger flight from, Brazil, to, France. Approximate of AF 447. The solid red line shows the actual route. The dashed line indicates the beginning with the position of the last transmission heard. All times are.The aircraft departed from on 31 May 2009 at 19:29 Brazilian standard time (22:29 UTC), with a scheduled arrival at at 11:03 (09:03 UTC) the following day (estimated flight time of 10:34). Voice contact with the aircraft was lost around 01:35 UTC, 3 hours and 6 minutes after the 22:29 UTC departure. The last message reported the aircraft had passed INTOL ( ), located 565 km (351 mi) off, on.
The aircraft left Brazilian Atlantic radar surveillance at 01:49 UTC, and entered a communication dead zone.The Airbus A330 is designed to be flown by a crew of two pilots. However, the 13-hour 'duty time' (flight duration, plus pre-flight preparation) required for the Rio-Paris route exceeds the 10 hours permitted before a pilot must take a break dictated by Air France's procedures. To comply with these procedures, Flight 447 was crewed by three pilots: a captain and two first officers. With three pilots on board, each can take a break in the A330's rest cabin which is situated behind the cockpit.In accordance with common practice, captain Dubois had sent one of the co-pilots for the first rest period with the intention of taking the second break himself. At 01:55 UTC, he woke first officer Robert and said: '.
He's going to take my place'. After having attended the briefing between the two co-pilots, the captain left the cockpit to rest at 02:01:46 UTC.
At 02:06 UTC, the pilot warned the cabin crew that they were about to enter an area of turbulence. Probably two to three minutes after this the aircraft encountered (the recorded what sounded like hail or on the outside of the aircraft, and the came on) and started to accumulate in the (pitot tubes measure how fast the aircraft is moving through the air). Bonin turned the aircraft slightly to the left and decreased its speed from 0.82 to Mach 0.8 (the recommended 'turbulence penetration speed'). The aircraft's after its recovery from the oceanAt 02:10:05 UTC the autopilot disengaged because the blocked pitot tubes were no longer providing valid airspeed information, and the aircraft transitioned from to. The engines' systems disengaged three seconds later.
As pilot flying, Bonin took control of the aircraft via the side stick priority button and said, 'I have the controls.' Without the auto-pilot, the aircraft started to roll to the right due to turbulence, and Bonin reacted by deflecting his side-stick to the left. One consequence of the change to alternate law was an increase in the aircraft's sensitivity to roll, and the pilot's input over-corrected for the initial upset.
During the next 30 seconds, the aircraft rolled alternately left and right as Bonin adjusted to the altered handling characteristics of his aircraft. At the same time he abruptly pulled back on his side-stick, raising the nose. This action was unnecessary and excessive under the circumstances. The aircraft's sounded briefly twice due to the angle of attack tolerance being exceeded, and the aircraft's recorded airspeed dropped sharply from 274 knots (507 km/h; 315 mph) to 52 knots (96 km/h; 60 mph). The aircraft's increased, and the aircraft started to climb above its cruising level of FL350. 8 June 2009; Captain Tabosa shows the map with the location of the remains of the Airbus A330-203.Among the ACARS transmissions at 02:10 is one message that indicates a fault in the. Bruno Sinatti, president of Alter, Air France's third-biggest pilots' union, stated that 'Piloting becomes very difficult, near impossible, without reliable speed data.'
The 12 warning messages with the same time code indicate that the autopilot and auto-thrust system had disengaged, that the was in fault mode, and flight mode went from ' to '.' The remainder of the messages occurred from 02:11 UTC to 02:14 UTC, containing a fault message for an (ADIRU) and the Integrated Standby Instrument System (ISIS). At 02:12 UTC, a warning message NAV ADR DISAGREE indicated that there was a disagreement between the three independent. At 02:13 UTC, a fault message for the flight management guidance and envelope computer was sent. One of the two final messages transmitted at 02:14 UTC was a warning referring to the air data reference system, the other ADVISORY was a 'cabin vertical speed warning', indicating that the aircraft was descending at a high rate. Weather conditions Weather conditions in the mid-Atlantic were normal for the time of year, and included a broad band of thunderstorms along the (ITCZ). A meteorological analysis of the area surrounding the flight path showed a extending to an altitude of around 50,000 feet (15,000 m) above the Atlantic Ocean before Flight 447 disappeared.
During its final hour, Flight 447 encountered areas of light turbulence.Commercial air transport crews routinely encounter this type of storm in this area. With the aircraft under the control of its automated systems, one of the main tasks occupying the cockpit crew was that of monitoring the progress of the flight through the ITCZ, using the on-board weather radar to avoid areas of significant turbulence. Twelve other flights had recently shared more or less the same route that Flight 447 was using at the time of the accident. Search and recovery. Brigadier Cardoso speaks to the media about the search for the crashed aircraft. Surface search Flight 447 was due to pass from Brazilian airspace into airspace at approximately 02:20 (UTC) on 1 June, and then into airspace at approximately 03:45. Shortly after 04:00, when the flight had failed to contact air traffic control in either Senegal or Cape Verde, the controller in Senegal attempted to contact the aircraft.
When he received no response, he asked the crew of another Air France flight (AF459) to try to contact AF447; this also met with no success.After further attempts to contact Flight 447 were unsuccessful, an aerial search for the missing Airbus commenced from both sides of the Atlantic. Aircraft from the of and French reconnaissance aircraft based in, Senegal led the search. They were assisted by a maritime patrol aircraft from Spain and a Lockheed Martin anti-submarine warfare and maritime patrol aircraft.By early afternoon on 1 June, officials with Air France and the had already presumed the aircraft had been lost with no survivors. An Air France spokesperson told that there was 'no hope for survivors', and announced there was almost no chance anyone survived. On 2 June at 15:20 (UTC), a Brazilian Air Force A spotted wreckage and signs of oil, possibly, strewn along a 5 km (3 mi) band 650 km (400 mi) north-east of Island, near the. The sighted wreckage included an aircraft seat, an orange buoy, a barrel, and 'white pieces and electrical conductors'. Later that day, after meeting with relatives of the Brazilians on the aircraft, announced that the Air Force believed the wreckage was from Flight 447.
Brazilian vice-president (acting as president since was out of the country) declared three days of. Building 153, the head office of the (BEA) at, where the flight recorders were analysed Final report On 5 July 2012, the BEA released its final report on the accident. This confirmed the findings of the preliminary reports and provided additional details and recommendations to improve safety. Right-hand control on an (similar to side-stick)In April 2012 in The Daily Telegraph, British journalist published a comparison of Airbus and flight controls; unlike the used on Boeing flight decks, the Airbus controls give little visual feedback and no sensory or tactile feedback to the second pilot. Ross reasoned that this might in part explain why the 's fatal nose-up inputs were not countermanded by his two colleagues.In a July 2012 CBS report, Sullenberger suggested the design of the Airbus cockpit might have been a factor in the accident. The flight controls are not mechanically linked between the two pilot seats, and Robert, the left-seat pilot who believed he had taken over control of the aircraft, was not aware that Bonin continued to hold the stick back, which overrode Robert's own control. Fatigue Getting enough sleep is a constant challenge for pilots of long-haul flights.
Although the BEA could find no 'objective' indications that the pilots of Flight 447 were suffering from fatigue, some exchanges recorded on the (CVR), including a remark made by Captain Dubois that he had only slept an hour, could indicate the crew were not well rested before the flight. The co-pilots had spent three nights in Rio de Janeiro.
Aftermath Shortly after the crash, Air France changed the number of the regular Rio de Janeiro-Paris flight from AF447 to AF445. The route still uses Airbus A330-200s.Six months later, on 30 November 2009, Air France Flight 445 operated by another (registered F-GZCK) made a call because of severe turbulence around the same area and at a similar time to when Flight 447 had crashed.
Because the pilots could not obtain immediate permission from to descend to a less turbulent altitude, the mayday was to alert other aircraft in the vicinity that the flight had deviated from its normal flight level. This is standard contingency procedure when changing altitude without direct ATC authorization.
From France Airport To Paris
After 30 minutes of moderate-to-severe turbulence, the flight continued normally. The flight landed safely in Paris six hours and 40 minutes after the mayday call. Inaccurate airspeed indicators There have been several cases where inaccurate airspeed information led to flight incidents on the A330 and A340.
Two of those incidents involved pitot probes. In the first incident, an Air France A340-300 (F-GLZL) en route from Tokyo to Paris experienced an event at 31,000 feet (9,400 m), in which the airspeed was incorrectly reported and the autopilot automatically disengaged. Bad weather, together with obstructed drainage holes in all three pitot probes, were subsequently found to be the cause. In the second incident, an Air France A340-300 (F-GLZN) en route from Paris to New York encountered turbulence followed by the autoflight systems going offline, warnings over the accuracy of the reported airspeed and two minutes of stall alerts.Another incident on TAM Flight 8091, from Miami to Rio de Janeiro on 21 May 2009, involving an A330-200, showed a sudden drop of outside air temperature, then loss of air data, the, autopilot.
France Air Strike
The aircraft descended 1,000 metres (3,300 ft) before being manually recovered using backup instruments. The NTSB also examined a similar 23 June 2009 incident on a flight from Hong Kong to Tokyo, concluding in both cases that the aircraft operating manual was sufficient to prevent a dangerous situation from occurring.Following the crash of Air France 447, other Airbus A330 operators studied their internal flight records to seek patterns. Analyzed the data of Northwest Airlines flights that occurred before the two companies merged and found a dozen incidents in which at least one of an A330's pitot tubes had briefly stopped working when the aircraft was flying through the, the same location where Air France 447 crashed. Legal cases Air France and Airbus have been investigated for manslaughter since 2011, but in 2019 prosecutors recommended dropping the case against Airbus and charging Air France with manslaughter and negligence, concluding 'the airline was aware of technical problems with a key airspeed monitoring instrument on its planes but failed to train pilots to resolve them'.
Paris France Transportation From Airport
The case against Airbus was dropped on 22 July the same year. In popular culture A one-hour documentary entitled Lost: The Mystery of Flight 447 detailing an early independent hypothesis about the crash was produced by Darlow Smithson in 2010 for and the. Using the then-sparse publicly available evidence and information, and without data from the black boxes, a critical chain of events was postulated, employing the expertise of an expert pilot, an expert accident investigator, an aviation meteorologist, and an aircraft structural engineer.On 16 September 2012, in the UK presented Fatal Flight 447: Chaos in the Cockpit, which showed data from the black boxes including an in-depth re-enactment. It was produced by Minnow Films.The aviation disaster documentary television series (also known as Air Crash Investigation and Air Emergency) produced an hour-long episode titled ' which aired on 15 April 2013 in Great Britain and 17 May 2013 in the U.S.An article about the crash by American author and pilot, entitled 'Should Airplanes Be Flying Themselves?' , was published by in October 2014.A podcast episode about the flight, entitled 'Children of the Magenta (Automation Paradox, pt. 1)', was released on 23 June 2015 as the first of a two-part story about.In November 2015, professor David Mindell discussed the Air France Flight 447 tragedy in the opening segment of an podcast dedicated to the ideas in Mindell's 2015 book Our Robots, Ourselves: Robotics and the Myths of Autonomy.
Mindell said the crash illustrated a 'failed handoff', with insufficient warning, from the aircraft's autopilot to the human pilots.writes about Flight 447 extensively in his book Smarter Faster Better, particularly about the errors the pilots made due to.See also.
When taking a flight to France, it is most likely that your port of entry will be Roissy – Charles de Gaulle. This airport is home to Air France, the airline for most intercontinental flights.
It is also the largest airport in France and hosts approximately ten million people per year. This airport also has three terminals of which Terminal 1 is the oldest. Departing travelers can take the journey to the fourth floor, where they will gain access to duty-free stores and border-control posts leading to the satellite terminals and boarding tunnels. There are many cheap flights to France and various different airlines that tourists can depart from.
Other airports in France include: Cote d'Azur, France – Bordeaux Airport and Paris-Orly.