Air France reysi 447 - Air France Flight 447

Air France reysi 447
Katta oq dvigatelli yo'lovchi samolyoti
F-GZCP, 2007 yilda ko'rilgan samolyot
Baxtsiz hodisa
Sana2009 yil 1 iyun
XulosaBalandlikka kirgan tokcha; ta'sirlangan okean
SaytAtlantika okeani
yaqin yo'l nuqtasi TOSIL[1]:9
3 ° 03′57 ″ N. 30 ° 33′42 ″ V / 3.06583 ° N 30.56167 ° Vt / 3.06583; -30.56167Koordinatalar: 3 ° 03′57 ″ N. 30 ° 33′42 ″ V / 3.06583 ° N 30.56167 ° Vt / 3.06583; -30.56167
Samolyot
Samolyot turiAirbus A330-203
OperatorAir France
IATA parvoz raqamiAF447
ICAO parvoz raqami.AFR447
Qo'ng'iroq belgisi447. Havo kemalari
Ro'yxatdan o'tishF-GZCP
Parvozning kelib chiqishiRio-de-Janeyro / Galeya xalqaro aeroporti
Belgilangan joyParijdagi Sharl de Goll aeroporti
Bosqinchilar228
Yo'lovchilar216
Ekipaj12
Halok bo'lganlar228
Omon qolganlar0

Air France reysi 447 (AF447 yoki AFR447[a]) dan rejalashtirilgan xalqaro yo'lovchi reysi bo'lgan Rio-de-Janeyro, Braziliya, to Parij, Frantsiya. 2009 yil 1-iyun kuni Airbus A330 parvozga xizmat qilish to'xtab qoldi va tuzalmadi, oxir-oqibat Atlantika okeani soat 02: 14da UTC, barcha 228 yo'lovchi va ekipajni o'ldirdi.

The Braziliya dengiz floti voqea sodir bo'lganidan keyin besh kun ichida dengizdan birinchi yirik qoldiqlarni va ikkita jasadni olib chiqdi, ammo Frantsiya tomonidan dastlabki tergov Fuqaro aviatsiyasi xavfsizligi bo'yicha so'rov va tahlil byurosi (BEA) to'siq bo'ldi, chunki samolyotnikida reys yozuvchilar dan tuzalmadi okean tubi taxminan ikki yildan so'ng, 2011 yil may oyigacha.

BEA-ning yakuniy hisoboti matbuot anjumani 2012 yil 5-iyul kuni samolyot samolyotlar orasidagi vaqtinchalik kelishmovchiliklardan so'ng qulab tushdi degan xulosaga keldi havo tezligi o'lchovlar - ehtimol samolyotnikiga bog'liq pitot naychalari muz kristallari to'sqinlik qilmoqda avtopilot aloqani uzish uchun, shundan keyin ekipaj noto'g'ri reaksiya ko'rsatdi va oxir-oqibat samolyot aerodinamik stallga kirishiga olib keldi, undan tiklanmadi.[2]:79[3]:7[4] Voqea eng halokatli voqea Air France tarixi, shuningdek, Airbus A330 bilan bog'liq eng xavfli aviatsiya halokati.[5]

Samolyot

Voqea sodir bo'lgan samolyot 4 yoshda bo'lgan Airbus A330-203, ishlab chiqaruvchi bilan ishlab chiqarish raqami (MSN) 660, Ro'yxatga olingan F-GZCP sifatida. Uning birinchi parvozi 2005 yil 25 fevralda bo'lib, u 2 oy o'tgach, 2005 yil 18 aprelda aviakompaniyaga etkazib berildi. Voqea sodir bo'lgan paytda u Air France kompaniyasining eng yangi A330 samolyoti edi.[6][7] Samolyot ikkitadan quvvat olgan General Electric CF6-80E1A3 maksimal kuchi 68,530 / 60,400 bo'lgan dvigatellar funt (parvoz / maksimal uzluksiz),[8] unga kruiz tezligi oralig'ini beradi Mach 0.82-0.86 (871-913 km / soat, 470-493) tugunlar, 540-566 milya), 41000 fut (12 km) balandlikda va 12500 km (6750) masofada nmi, 7760 nizom millari ). 2006 yil 17 avgustda ushbu A330 samolyoti yer bilan to'qnashuvda ishtirok etgan Airbus A321-211 F-GTAM, soat Sharl de Goll aeroporti, Parij. F-GTAM sezilarli darajada zarar ko'rgan, F-GZCP esa ozgina zarar ko'rgan.[9] 2009 yil 16 aprelda samolyot kapital ta'mirlangan va voqea sodir bo'lgan paytda taxminan 18 870 soat uchib ketgan.[10]

Yo'lovchilar va ekipaj

Yo'lovchilar millatlarining yakuniy soni
MillatiYo'lovchilarEkipajJami
Argentina[11]101
Avstriya101
Belgiya101
Braziliya58159
Kanada101
Xitoy909
Xorvatiya101
Daniya101
Estoniya101
Frantsiya611172
Gabon101
Germaniya26026
Vengriya404
Islandiya101
Irlandiya[12]303
Italiya909
Livan303
Marokash303
Gollandiya[13]101
Norvegiya[14]303
Filippinlar101
Polsha202
Ruminiya[15]101
Rossiya[16]101
Slovakiya[17]303
Janubiy Afrika101
Janubiy Koreya101
Ispaniya[18]202
Shvetsiya[19]1 (2)01 (2)
Shveytsariya[20]606
kurka[21]101
Birlashgan Qirollik505
Qo'shma Shtatlar[22]202
Jami (33 millat)21612228
Izohlar:
Ko'rsatilgan millatlar Air France tomonidan 2009 yil 1-iyunda ko'rsatilgan.[23]
Shaxsning millatiga ega bo'lish, uni ushlab turish bilan murakkablashdi bir nechta fuqarolik
bir nechta yo'lovchilar tomonidan.
Bir mamlakatda fuqaroligi bo'lgan, ammo tegishli bo'lgan yo'lovchilar
Air France tomonidan boshqa mamlakat ko'rsatilgan qavslar ().

Samolyot xizmatning ikkita kabinasida 216 yo'lovchi, uchta ekipaj va to'qqizta samolyot ekipajini bo'lgan.[5][24][25] 216 yo'lovchilar orasida 126 erkak, 82 ayol va sakkiz bola (shu jumladan bitta go'dak) bo'lgan.[26]

Ekipaj tarkibida uchta uchuvchi bor edi:[2]:24–29

  • The kapitan, 58 yoshli Mark Dubois (PNF-uchuvchi uchmaydi)[2]:21 Air France-ga qo'shilgan edi (o'sha paytda, Air Inter )[27] 1988 yil fevral oyida va 10 988 parvoz soatiga ega edi, shundan 6258 ta kapitan, shu jumladan 1700 soat Airbus A330; u 2007 yilda A330 / A340 bo'limiga kelganidan beri Janubiy Amerika sektorida 16 ta aylanishni amalga oshirgan.[28]
  • Birinchi ofitser, chap o'rindagi ikkinchi uchuvchi, 37 yoshli Devid Robert (PNF-uchuvchi emas) "Air France" ga 1998 yil iyul oyida qo'shilgan va 6547 parvoz soatiga ega bo'lgan, shundan 4 479 soat Airbus A330da bo'lgan; 2002 yilda A330 / A340 bo'linmasiga kelganidan beri u Janubiy Amerika sektorida 39 ta rotatsiyani amalga oshirgan. Robert tugatgan École Nationale de l'Aviation Civile (ENAC), elitalardan biri Grandes Écoles va aviakompaniyaning ekspluatatsiya markazida uchuvchidan boshqaruv ishiga o'tdi. U uchish ma'lumotlarini saqlab qolish uchun ushbu parvozda uchuvchi bo'lib xizmat qilgan.[29][28]
  • Birinchi ofitser, o'ng o'rindiqdagi ikkinchi uchuvchi, 32 yoshli Per-Cedric Bonin (PF-Pilot Flying) Air France-ga 2003 yil oktyabr oyida qo'shilgan va 2936 parvoz soatiga ega, shundan 807 soat Airbus A330-da bo'lgan; u 2008 yilda A330 / A340 bo'limiga kelganidan beri Janubiy Amerika sektorida beshta rotatsiyani amalga oshirgan.[28] Bortda uning rafiqasi fizika o'qituvchisi Izabel ham bo'lgan.[30][31][32][33][34][35][36][37]

Ekipajning 12 a'zosidan (shu jumladan, ekipaj va idishni ekipaji) 11 nafari frantsuz, biri esa braziliyalik edi.[38]

Yo'lovchilarning aksariyati Frantsiya, Braziliya yoki Germaniya fuqarolari edi.[39][40][23] Yo'lovchilar biznes va ta'tilga sayohat qiluvchilarni o'z ichiga olgan.[41]

Air France inqiroz markazini tashkil etdi[42] 2D terminalida, taxminan 60 dan 70 gacha bo'lgan qarindoshlar va do'stlar uchun Sharl de Goll aeroporti kelayotgan yo'lovchilarni olib ketish uchun. Biroq, 447-reysdagi ko'plab yo'lovchilar dunyo bo'ylab boshqa yo'nalishlarga ulanishgan. Keyingi kunlarda Air France jabrlanganlar yoki ularning do'stlari bo'lgan 2000 ga yaqin odam bilan aloqa o'rnatdi.[43]

2009 yil 20 iyunda Air France jabrlanuvchining har bir oilasiga taxminan 17 500 evro tovon puli to'lashini e'lon qildi.[44]

Taniqli yo'lovchilar

Baxtsiz hodisa

Rio-de-Janeyro
22-may, 31-may
Fernando de Noronxa
01:33, 1 iyun
Oxirgi ma'lum lavozim
N2.98 W30.59
1 iyun, soat 02:10
Parij
09:10 da kutilmoqda,
1 iyun
Taxminan parvoz yo'li of AF 447. Qattiq qizil chiziq haqiqiy marshrutni ko'rsatadi. Kesilgan chiziq rejalashtirilgan marshrut oxirgi eshitilgan holatidan boshlab eshitilgan. Hamma vaqt UTC.

Samolyot jo'nab ketdi Rio-de-Janeyro – Galeya xalqaro aeroporti 2009 yil 31 may kuni Braziliya standart vaqti bilan soat 19: 29da (UTC 22:29),[2]:21 rejalashtirilgan kelish bilan Parij-Sharl-de-Goll aeroporti ertasi kuni soat 11:03 da (UTC soat 09:03) (taxminiy parvoz vaqti 10:34).[56] Samolyot bilan ovozli aloqa uchib ketganidan 3 soat 6 daqiqa o'tgach, UTC soat 01:35 atrofida yo'qolgan. Oxirgi xabarda samolyot o'tgani haqida xabar berilgan yo'l nuqtasi INTOL (1 ° 21′39 ″ S 32 ° 49′53 ″ V / 1.36083 ° S 32.83139 ° Vt / -1.36083; -32.83139), 565 km (351 mil; 305 nmi) masofada joylashgan Natal, kuni Braziliyaning shimoliy-sharqiy sohillari.[57] Samolyot Braziliya Atlantika radar kuzatuvidan soat 01:49 da UTC,[2]:49[58] va aloqa o'lik zonasiga kirdi.[29][2][tekshirib bo'lmadi ]

Airbus A330 samolyoti ikki uchuvchidan iborat ekipaj tomonidan boshqarilishi uchun mo'ljallangan. Biroq, Rio-Parij yo'nalishi uchun zarur bo'lgan 13 soatlik "ish vaqti" (parvoz davomiyligi, shuningdek, parvoz oldidan tayyorgarlik) uchuvchi Air France protseduralari tomonidan belgilab qo'yilgan tanaffusgacha ruxsat berilgan 10 soatdan oshadi. Ushbu protseduralarga rioya qilish uchun 447-reysni uchuvchi uchirgan: kapitan va ikkita birinchi ofitser.[59] Bortida uchta uchuvchi bo'lgan har bir kishi kabinaning orqasida joylashgan A330 dam olish salonida tanaffus qilishi mumkin edi.[60]

Umumiy amaliyotga muvofiq, kapitan Duboo ikkinchi uchuvchini birini ikkinchi dam olish niyatida birinchi dam olish uchun yuborgan edi.[61] UTC soat 01:55 da u birinchi ofitser Robertni uyg'otdi va dedi: "... u mening o'rnimni egallaydi". Ikki ikkinchi uchuvchi o'rtasidagi brifingda ishtirok etgan kapitan UTC bilan 02:01:46 da dam olish uchun kabinadan chiqib ketdi. UTC soat 02:06 da uchuvchi kabinaning ekipajini turbulentlik zonasiga kirmoqchi ekanligi haqida ogohlantirdi. Taxminan ikki-uch daqiqadan so'ng samolyot duch keldi muzlash sharoitlari (the kabinaning ovoz yozuvchisi (CVR) do'lga o'xshash ovozni yozib oldi graupel samolyotning tashqi tomonida) va muz kristallari ichida to'plana boshladi pitot naychalari, havo tezligini o'lchaydigan.[62] Bonin samolyotni biroz chapga burdi va tezligini pasaytirdi Mach 0,82 dan Mach 0,8 gacha (tavsiya etilgan "turbulentlik penetratsiyasi tezligi"). The dvigatelning muzga qarshi tizimi yoqilgan.[63]

Samolyot vertikal stabilizator okeandan qutqarilgandan keyin

Soat 02:10:05 da UTCda avtopilot o'chirildi, ehtimol pitot naychalarini to'sib qo'ygan do'l tufayli va samolyot "normal qonun "to"muqobil qonun 2 ".[64] Dvigatellar avtomatik surish uch soniyadan so'ng tizimlar ishdan chiqdi. Uchuvchi uchayotganda Bonin samolyot boshqaruvini o'z qo'liga oldi va "Menda boshqaruv bor" buyrug'i tili yordamida. Avtomatik uchuvchisiz samolyot turbulentlik tufayli o'ng tomonga aylana boshladi va Bonin reaksiya bilan chap tomonga burildi. Muqobil qonunga o'zgartirishlar kiritilishining bir natijasi samolyotning burilishga sezgirligi oshishi va uchuvchining kirishi haddan tashqari to'g'irlangan. Keyingi 30 soniya davomida Bonin samolyotning boshqarish xususiyatlariga moslashganligi sababli samolyot navbat bilan chapga va o'ngga aylandi.[65] Shu bilan birga u to'satdan burnini ko'tarib, yonboshidagi tayog'ini tortdi. Ushbu harakat shartlarsiz va haddan tashqari harakatlar deb ta'riflangan.[66] Samolyot ogohlantirish hujumga bardoshlik burchagi oshib ketganligi sababli qisqa vaqt ichida ikki marta yangradi va samolyot ko'rsatilgan havo tezligi 274 tugundan (507 km / soat; 315 milya) 52 tugunga (96 km / soat; 60 milya) keskin tushib ketdi. Samolyot hujum burchagi oshdi va samolyot FL350 kruiz darajasidan yuqoriga ko'tarila boshladi. Uchuvchi samolyot rulosini boshqargan paytgacha u daqiqada 7000 futga (36 m / s; 130 km / soat) ko'tarilgan edi.[65] Taqqoslash uchun, zamonaviy avialaynerlar uchun odatdagi normal ko'tarilish tezligi dengiz sathida daqiqada 2000-3000 fut (10-15 m / s; 37-55 km / soat), balandlikda esa ancha kichik va taqqoslash uchun shiddatli bo'ron uchun odatiy yangilanish tezligi 120 km / soat.

Soat 02: 10: 34da UTC, yarim daqiqada noto'g'ri ko'rsatgandan so'ng, chap tomon asboblari havo tezligining keskin ko'tarilishini 223 tugunga (413 km / soat; 257 milya) qayd etdi. Integratsiyalashgan kutish asboblari tizimi (IShID) 33 soniyadan keyin[67] (o'ng tarafdagi asboblar yozuvchi tomonidan yozib olinmagan). Muzlik hodisasi bir daqiqadan ko'proq davom etdi.[68][69][2]:198[70] Birinchi ofitser Bonin burunga ishlov berishni davom ettirdi. Trimable gorizontal stabilizator (THS) taxminan bir daqiqada uchdan 13 darajagacha burilib, parvoz tugaguniga qadar shu holatda qoldi.

UTC soat 02: 11: 10da samolyot maksimal balandlikka (12000 m) taxminan 38000 fut balandlikka ko'tarildi. U erda uning hujum burchagi 16 darajani tashkil etdi va dvigatelning harakatlantiruvchi qo'llari to'liq oldinga qarab turardi uchib ketish / aylanib o'tishni to'xtatish (TOGA). Samolyot pastga tusha boshlagach, hujum burchagi tezda 30 darajaga ko'tarildi. Muqobil qonunga qayta konfiguratsiyaning ikkinchi natijasi shundan iboratki, to'xtashdan himoya qilish endi ishlamay qoldi. Oddiy qonunchilikda samolyotning parvozlarni boshqarish kompyuterlari hujumning bunday yuqori burchagini oldini olish uchun harakat qilgan bo'lar edi, boshqa qonunlarda esa bunday bo'lmadi. (Darhaqiqat, muqobil qonunga o'tish aynan shu sababli sodir bo'ldi, chunki ishonchli tezlik tezligini inkor etadigan kompyuterlar endi bunday himoyani ta'minlay olmadilar - va odatdagi qonunlardan kutilgan boshqa funktsiyalar).[71] Yo'qotilgan qanotlar ko'tarish va samolyot to'xtab qoldi.[3][sahifa kerak ]

Birinchi ofitser Bonin sarosimaga tushib, "[Endi tushunarli] endi men samolyotni boshqara olmayman" deb xitob qildi va ikki soniyadan so'ng: "Men samolyotni umuman boshqara olmayman!"[28] Birinchi ofitser Robert bunga "boshqaruv chap tomonda" deb javob berdi va samolyot boshqaruvini o'z qo'liga oldi.[72][31] Burunni tushirish va rastadan qutulish uchun Robert tayoqchasini oldinga surdi; ammo, Bonin hali ham o'zining tayoqchasini orqaga tortayotgan edi. Kirish bir-birlarini bekor qildi va "ikkitomonlama kiritish" ogohlantirishini keltirib chiqardi.

UTC soat 02: 11: 40da kapitan Dubois birinchi ofitser Robert tomonidan chaqirilgandan so'ng kabinaga qayta kirdi. Turli xil signallarning eshitilayotganini payqab, u ekipajning ikki a'zosidan "nima qilyapsiz (qilyapsiz)?"[31] O'shanda hujum burchagi 40 darajaga etgan va samolyot dvigatellari deyarli 100% ishlagan holda 110000 metrga tushgan. N1 (oldingi qabul qilish foniyning aylanish tezligi, bu a ning katta qismini etkazib beradi turbofan dvigatelning kuchi). To'xtashga oid ogohlantirishlar to'xtab qoldi, chunki hozirda havo tezligining barcha ko'rsatkichlari samolyot kompyuterida hujumning yuqori burchagi tufayli yaroqsiz deb topildi.[73] Samolyot ufqdan yuqoriroq burni bor edi, lekin keskin pastga tushayotgan edi.

Taxminan 20 soniyadan so'ng, UTC soat 02: 12da Bonin samolyotnikini pasaytirdi balandlik bir oz, havo tezligining ko'rsatkichlari kuchga kirdi va to'xtash to'g'risida ogohlantirish yana yangradi; keyin parvozning qolgan davomiyligi oralig'ida yangradi, lekin uchuvchi samolyotning burun balandligini oshirganda to'xtadi. U erdan parvoz oxirigacha hujum burchagi hech qachon 35 darajadan pastga tushmagan. Samolyot to'xtab qolgan paytdan boshlab, okeanga ta'sirigacha dvigatellar asosan 100 foiz N rivojlanmoqda1 yoki TOGA bosimi, garchi ular qisqa vaqt ichida N ning taxminan 50 foizigacha qisqartirilgan bo'lsa1 ikki marta. Dvigatellar har doim buyruqlarga javob berishdi va 100 foiz N dan yuqori darajada rivojlanib borishdi1 parvoz tugagach. Birinchi ofitser Robert kapitan Duboisga shunday javob qaytardi: "Biz samolyotning barcha boshqaruvini yo'qotdik, biz hech narsani tushunmayapmiz, biz hamma narsani sinab ko'rdik".[31] Ko'p o'tmay, Robert o'ziga to'rt marta ketma-ket "ko'tarilishni" aytdi. Bonin buni eshitdi va shunday deb javob berdi: "Ammo men bir muncha vaqt burunni engashtirdim!" Kapitan Duboay bu gapni eshitgach, Boninning to'xtash joyiga sabab bo'lganini tushundi va "Yo'q yo'q yo'q, toqqa chiqmang! Yo'q Yo'q Yo'q!"[74][31]

Birinchi ofitser Robert buni eshitgach, Boninga samolyot boshqaruvini berishni buyurdi.[2] Bunga javoban Bonin boshqaruvni vaqtincha Robertga topshiradi.[31][74][2] Robert samolyotning stenddan ko'tarilishi uchun ko'tarilishni tiklashga urinish uchun yon tayog'ini oldinga surdi. Biroq, samolyot endi to'xtash joyidan qutulish uchun juda past edi. Ko'p o'tmay, Erga yaqinlik to'g'risida ogohlantirish tizimi ekipajni samolyotning okean bilan qulashi haqida ogohlantirdi. Bunga javoban Bonin (hamkasblariga xabar bermasdan) yana orqaga qaytdi,[31][2] va dedi: "[Expletive] Biz qulab tushamiz! Bu haqiqat bo'lishi mumkin emas. Ammo nima bo'layapti?"[74][31][2][75][28] CVR-da so'nggi yozuv kapitan Dubois edi: "(o'n) daraja balandlikka munosabat".

Parvoz ma'lumotlarini yozib olish UTC soat 02: 14: 28da yoki parvozdan uch soat 45 minut o'tgach to'xtadi. O'sha paytda samolyotning erdagi tezligi 107 tugunni (198 km / soat; 123 milya) tashkil etdi va u daqiqasiga 10,912 fut (55,43 m / s) (108 tugun (200 km / soat; 124 milya) vertikal) ga tushdi. tezlik). Uning balandligi 16,2 darajani tashkil etdi (burun yuqoriga), burilish burchagi 5,3 daraja qoldi. Parvoz paytida samolyot 180 darajadan ko'proq o'ng tomonga burilib, 270 daraja kompas tomon yo'nalgan. Samolyot 3 minut 30 sekundga tushishi davomida 38000 futdan (12000 m) to'xtab qoldi.[76] Samolyot okean qornini birinchi bo'lib 152 tugun tezlikda urdi (282 km / soat; 175 milya), 108 vertikal va gorizontal qismdan iborat (200 km / soat; 124 milya) va 107 tugun (198 km / soat); Mos ravishda 123 milya). Bortdagi 228 yo'lovchi va ekipajning barchasi o'ta shikastlanish natijasida vafot etdi va samolyot yo'q qilindi.[77][2][75]

Avtomatlashtirilgan xabarlar

Air France A330 samolyotlari aloqa tizimi bilan jihozlangan, Samolyot aloqa manzillari va hisobotlari tizimi (ACARS), bu ularga VHF yoki sun'iy yo'ldosh orqali ma'lumotlar xabarlarini uzatish imkonini beradi.[b] ACARS samolyot bortidagi kompyuterlar tomonidan xabarlarni avtomatik ravishda yuborish uchun ishlatilishi mumkin va F-GZCP joylashuv haqidagi hisobotni har o'n daqiqada uzatadi. Uning soat 02: 10: 34dagi so'nggi pozitsiyasi hisobotida samolyot koordinatalari quyidagicha berilgan 2 ° 59′N 30 ° 35′W / 2.98 ° N 30.59 ° Vt / 2.98; -30.59.[c]

Muntazam ravishda joylashtirilgan hisobotlardan tashqari, F-GZCP ning markazlashtirilgan texnik tizimi yo'qolganidan bir necha daqiqa oldin ACARS orqali bir qator xabarlarni yubordi.[78][79][80][o'lik havola ] Xizmat ko'rsatuvchi ishchilarni kelgunga qadar joylarda tayyorlashga yuborilgan ushbu xabarlar UTC soat 02:10 dan 02:15 gacha,[81] beshta xato haqida hisobot va o'n to'qqizta ogohlantirishdan iborat edi.[82][83][84][85]

Recife, 2009 yil 8-iyun; Kapitan Tabosa xaritani Airbus A330-203 qoldiqlari joylashgan joyni ko'rsatadi.

ACARS translyatsiyalari orasida soat 02: 10da bitta xato borligini ko'rsatuvchi bitta xabar mavjud pitotatik tizim.[81][85] "Air France" aviakompaniyasining uchinchi yirik uchuvchilar kasaba uyushmasi - "Alter" prezidenti Bruno Sinatti "Uchish tezkor ma'lumotlarga ega bo'lmasdan juda qiyin, deyarli imkonsiz bo'lib qoladi" deb ta'kidladi.[86] Xuddi shu vaqt kodiga ega bo'lgan 12 ogohlantiruvchi xabar avtopilot va avtomatik surish tizimining ishdan chiqqanligini, TCAS xato holatida bo'lgan va parvoz rejimi "normal qonun "to"muqobil qonun.'[87][88]

Qolgan xabarlar UTC soat 02: 11dan 02: 14gacha UTCda sodir bo'ldi, unda xatolar haqidagi xabar mavjud Havo ma'lumotlari inertial ma'lumot birligi (ADIRU) va Integrated Standby Instrument System (ISIS).[88][89] 02: 12da UTC, ogohlantirish xabari NAV ADR bilan rozi emasman uchta mustaqil o'rtasida kelishmovchilik mavjudligini ko'rsatdi havo ma'lumotlari tizimlari.[d] UTC soat 02:13 da parvozlarni boshqarish bo'yicha yo'riqnoma va konvert uchun kompyuter uchun xato xabari yuborildi.[90] 02: 14da UTC-da uzatilgan ikkita so'nggi xabarlardan biri, ikkinchisi havo ma'lumotlariga murojaat qilish tizimiga tegishli ogohlantirish edi MASLAHAT samolyotning yuqori tezlik bilan tushayotganligini ko'rsatuvchi "salonning vertikal tezligi to'g'risida ogohlantirish" edi.[78][91][92][93]

Ob-havo sharoiti

Atlantika okeanining o'rta qismida ob-havo sharoiti yil davomida odatdagidek bo'lgan va shu qatorda momaqaldiroqlarning keng tasmasini o'z ichiga olgan. Intertropik konvergentsiya zonasi (ITCZ).[94] Parvoz yo'lini o'rab turgan hududni meteorologik tahlil qilish shuni ko'rsatdiki mezokale konvektiv tizimi 447-reys g'oyib bo'lishidan oldin Atlantika okeanidan 15000 m balandlikda cho'zilgan.[95][96][97][98] Oxirgi soat davomida 447-reys engil turbulentlik zonalariga duch keldi.[99]

Tijorat havo transporti ekipajlari ushbu hududda muntazam ravishda ushbu bo'ronga duch kelishadi.[100] Samolyot avtomatlashtirilgan tizimlari nazorati ostida bo'lganida, kokpit ekipajini egallab turgan asosiy vazifalardan biri ITCZ ​​orqali parvozning borishini kuzatib borish, muhim turbulentlik zonalaridan qochish uchun bortdagi ob-havo radaridan foydalanish edi.[101] Yaqinda yana o'n ikki reys 444-reys avariya paytida foydalangan yo'l bilan ozmi-ko'pmi bir xil yo'nalishda bo'lishgan.[102][103]

Qidiruv va tiklash

Brigada Kardoso ommaviy axborot vositalariga qulab tushgan samolyotni qidirish haqida gapiradi.

Yuzaki qidirish

447-reys Braziliya havo hududidan o'tishi kerak edi Senegallik 1 iyun kuni soat 02:20 da (UTC) havo maydonini, keyin esa Kabo-Verde soat 03:45 da havo maydoni. 04:00 dan ko'p o'tmay, parvoz Senegalda ham, Kabo-Verdeda ham havo harakatlarini boshqarish bilan aloqa qilmaganida, Senegaldagi nazoratchi samolyot bilan aloqa o'rnatishga harakat qildi. U hech qanday javob olmaganida, u boshqa Air France reysi (AF459) ekipajidan AF447 bilan bog'lanishga harakat qilishni so'radi; bu ham muvaffaqiyatga erishmadi.[104]

447-reys bilan bog'lanish bo'yicha keyingi urinishlar muvaffaqiyatsiz tugagandan so'ng, Atlantika okeanining har ikki tomonidan yo'qolgan Airbus-ni havodan qidirish boshlandi. Braziliya havo kuchlari dan samolyot arxipelag ning Fernando de Noronxa va asoslangan frantsuz razvedka samolyotlari Dakar, Senegal qidiruvga rahbarlik qildi.[26] Ularga a Casa 235 Ispaniyadan dengiz patrul samolyotlari[105] va a Amerika Qo'shma Shtatlari dengiz kuchlari Lockheed Martin P-3 Orion dengiz osti urushlari va dengiz patrul samolyotlari.[106][107]

1 iyun kuni tushdan keyin Air France va Frantsiya hukumati samolyot tirik qolgan holda yo'qolgan deb taxmin qilgan edi. Bu haqda Air France vakili ma'lum qildi L'Express "tirik qolganlarga umid yo'q",[108][109] va Frantsiya Prezidenti Nikolya Sarkozi deyarli hech kimning tirik qolish imkoniyati yo'qligini e'lon qildi.[110] 2 iyun kuni soat 15:20 da (UTC) Braziliya havo kuchlari Embraer R-99 Yog'ning qoldiqlari va moy belgilari, ehtimol aviatsiya yoqilg'isi, shimoliy-sharqdan 650 km (400 mi; 350 nmi) 5 km (3 mi; 3 nmi) tasma bo'ylab tarqaldi. Fernando de Noronxa Yaqinidagi orol Avliyo Pyotr va Avliyo Pol arxipelagi. Ko'rilgan qoldiqlar orasida samolyot o'rindig'i, to'q sariq rangli shamshir, bochka va "oq buyumlar va elektr o'tkazgichlar" mavjud edi.[111][112] O'sha kuni, braziliyaliklarning qarindoshlari bilan samolyotda uchrashgandan so'ng, Braziliya mudofaa vaziri Nelson Jobim Havo kuchlari parchalari 447-reysga tegishli deb ishonganligini e'lon qildi.[113][114] Braziliya vitse-prezidenti Xose Alencar (beri prezident vazifasini bajaruvchi Luis Inasio Lula da Silva mamlakatdan tashqarida edi) uch kun e'lon qilindi rasmiy motam.[114][115]

Podpolkovnik Genri Munxoz Airbus A330 qoldiqlarini okeandan olib chiqishini tasvirlab berdi.

Shuningdek, 2 iyun kuni, ikki Frantsiya dengiz floti kemalar, frekat Ventuz va vertolyot tashuvchisi Mistral, edi yo'nalishida shubhali halokat joyiga. Saytga yuborilgan boshqa kemalar orasida frantsuz tadqiqot kemasi ham bor edi Pourquoi Pas?, 6000 m (20000 fut) ga tusha oladigan ikkita mini suvosti kemasi bilan jihozlangan,[116][117] chunki samolyot tushgan Atlantika mintaqasi 4700 m (15,400 fut) chuqurlikda deb o'ylardi.[118][119]

3 iyun kuni birinchi Braziliya dengiz floti ("Marinha do Brasil" yoki MB) kemasi patrul kemasi Grajau, birinchi qoldiqlar ko'rilgan maydonga etib bordi. Braziliya dengiz floti qoldiqlari bo'lgan joyga jami beshta kemani yubordi; The frekat Konstitutsiya va korvet Kaboklo 4 iyun kuni ushbu hududga etib borishi kerak edi, frekat Bosísio 6 iyun va to'ldirish moyi Almirante Gastão Motta 7 iyun kuni.[120][121]

2009 yil 6 iyunda, 447-reys g'oyib bo'lganidan besh kun o'tgach, halokatga uchragan samolyotdan birinchi bo'lib olingan ikki erkak jasadni kemaga olib kelishdi. Kaboklo[122] o'rindiq, kompyuter va emlash kartasi bo'lgan neylon ryukzak va "Air France" aviakompaniyasining parvozi uchun samolyotga chiqish chiptasini o'z ichiga olgan charm portfel. Dastlab, ommaviy axborot vositalari (shu jumladan Los Anjeles Tayms, Boston Globe va Chicago Tribune ) ismi oshkor qilinmagan tergovchilarning xabar berishicha, topilgan jasadlar yalang'och, bu samolyot balandlikda parchalanganligini anglatadi.[123] Biroq samolyotning havoda parchalanishi oxir-oqibat tergovchilar tomonidan rad etildi.[124] Ayni paytda, topilgan jasadlar va materiallarning dalillari bo'yicha tergovchilar samolyot bortida bo'lganlarning barchasini o'ldirgan holda halokatga uchraganini tasdiqladilar.[125][126]Ertasi kuni, 7-iyun kuni qidiruv guruhlari Airbus samolyotlarini tiklashdi vertikal stabilizator, topilgan birinchi yirik xarobalar bo'lagi. Ushbu qismning rasmlari yuqoriga ko'tariladi Konstitutsiya Air France kemasi yo'qolishining yorqin belgisiga aylandi.[1][sahifa kerak ][127]

Okeandan topilgan jasadlar otopsi va tanib olish uchun Braziliyadagi o'likxonaga o'tkazilmoqda.

Qidiruv va tiklash harakatlari kelasi bir hafta ichida eng yuqori cho'qqiga etdi, chunki Braziliya harbiylari tomonidan safarbar qilingan xodimlar soni 1100 kishidan oshdi.[e][128] O'n beshta samolyot (shu jumladan ikkita vertolyot) qidiruv missiyasiga bag'ishlangan.[129]Braziliya havo kuchlari Embraer R99 100 soatdan ko'proq parvoz qildi va million kvadrat kilometrdan ortiq okeanni elektron skanerdan o'tkazdi.[130] Qidiruvga jalb qilingan boshqa samolyotlar vizual ravishda 320.000 kvadrat kilometr (120.000 kv. Mil; 93000 kv. Nmi) okeanni skanerdan o'tkazdi va qutqaruv ishlariga jalb qilingan dengiz kuchlari kemalarini boshqarish uchun ishlatildi.[128]

2009 yilgi qidiruv operatsiyalari paytida topilgan jasadlarning joylashuvi ko'rsatilgan joy xaritasi.

2009 yil 16-iyunga qadar okeanning keng hududidan 50 ta jasad chiqarildi.[131][132][133] Ular qirg'oqqa, birinchi navbatda, fregatlar tomonidan etkazilgan Konstitutsiya va Bosísio orollariga Fernando de Noronxa, va undan keyin havo orqali Recife identifikatsiya qilish uchun.[133][134][135][136] Patologlar samolyot qulagan joydan, jumladan kapitanning tanasidan topilgan barcha 50 jasadni tish yozuvlari va barmoq izlari yordamida aniqladilar.[137][138][139] Qidiruv guruhlari ma'lumotlar bazasida har bir topilmaning vaqti va joylashishini qayd etishdi, 26 iyun kuni qidiruv tugaguniga qadar samolyotdagi 640 qoldiqni katalogga qo'shishdi.[131]

BEA o'zining birinchi oraliq hisobotida kashfiyotlarning vaqt jadvalini hujjatlashtirdi.[140][141][142]

Suv ostida qidirish

2009 yil 5 iyunda frantsuzlar atom suv osti kemasi Émeraude halokat zonasiga jo'natilgan, 10-kuni bu hududga etib kelgan. Uning vazifasi yo'qolganlarni qidirishda yordam berish edi reys yozuvchilar yoki chuqurlikda joylashgan bo'lishi mumkin bo'lgan "qora qutilar".[143] Dengiz osti kemasi undan foydalanadi sonar qora qutilar chiqaradigan ultratovush signalini tinglash uchun "pingers ",[144] 13 kvadrat milni (34 km) bosib o'tgan2; Kuniga 9,8 kvadrat nmi). The Émeraude bilan ishlash kerak edi mini-sub Dengiz ga tushishi mumkin okean tubi. Frantsiya suvosti kemalariga ikkita AQSh yordam beradi. suv osti audio qurilmalari 20000 fut (6100 m) chuqurlikdagi signallarni qabul qilishga qodir.[145]

Rang batimetriya Atlantika okeanining Air France 447 reysi qulagan qismining relyef xaritasi. Rasmda har xil o'lchamdagi ikki xil ma'lumotlar to'plami ko'rsatilgan.[f]

Jasadlarni qidirish tugagandan so'ng, Airbusni qidirish davom etdi "qora qutilar "- bu Kokpit ovoz yozuvchisi (CVR) va Parvoz ma'lumotlarini yozuvchi (FDR). Frantsuzcha D'Enquetes va d'Analyses byurosi (BEA) boshlig'i Pol-Lui Arslanian U ularni topishga umidvor emasligini aytdi, chunki ular 3000 metr (9800 fut) suv ostida bo'lgan bo'lishi mumkin va okeanning ushbu qismi ostida er juda qo'pol edi.[146] Tergovchilar samolyotning pastki orqa qismini topishga umid qilishgan edi, chunki bu yozuvlar joylashgan joyda edi.[147] Garchi Frantsiya hech qachon bunday chuqurlikdan samolyotni yozib oluvchini qutqarmagan bo'lsa ham,[146] bunday operatsiya uchun oldingi holat mavjud edi: 1988 yilda mustaqil pudratchi CVR-ni tikladi Janubiy Afrika havo yo'llarining 295-reysi 4900 m (16100 fut) chuqurlikdan 80 va 250 kvadrat dengiz millari (270 va 860 km) oralig'idagi qidiruv maydonida2; 110 va 330 kvadrat milya).[148][149] Air France aviakompaniyasining reys yozish moslamalarida suv bilan ishlaydigan akustika o'rnatildi suv osti lokatorlari yoki qidiruvchilarga signallarning kelib chiqishini aniqlash uchun shuncha vaqt berib, kamida 30 kun davomida faol bo'lishi kerak bo'lgan "pingers".[150]

Frantsiya samolyotni topishda yordam berish uchun AQSh dengiz kuchlaridan ikkita "tortib olingan pinger lokator gidrofonlari" ni so'radi.[116] Frantsiyaning atom suvosti kemasi va ikkita shartnoma asosida Frantsiya kemasi ( Fairmount Expedition va Fairmount muzligi, tortish AQSh dengiz kuchlari tinglash moslamalari) 80 km (50 mil) radiusdagi qidiruv maydonini uchib o'tib, samolyotning ma'lum bo'lgan so'nggi pozitsiyasida joylashgan.[151][152] Iyul oyining o'rtalariga kelib, qora qutilarni tiklash hali e'lon qilinmagan edi. Belgilangan batareyaning ishlash muddati, avariya o'tgan vaqt o'tgani sayin joylashish ehtimoli pasayganligini anglatadi.[153] Iyul oyi oxirida qora qutilarni qidirish ikkinchi bosqichga o'tdi, frantsuz tadqiqot kemasi tortilgan sonar massivi yordamida qidiruvni qayta boshladi.[154] Qidiruvning ikkinchi bosqichi 20 avgust kuni soat 02: 10da xabar qilinganidek so'nggi pozitsiyadan 75 km (47 mi; 40 nmi) radiusda qoldiqlarni topmasdan tugadi.[155]

Atlantika okeanining sharqiy-g'arbiy kesimi, unda Air France 447 reysi qulab tushdi va dengiz tubining chuqurligini ko'rsatdi. Vertikal shkala gorizontalga nisbatan 100 marta oshirib yuboriladi.

Yozuvchilarni izlashning uchinchi bosqichi 2010 yil 2 apreldan 24 maygacha davom etdi,[156][157][158] va ikkita kema tomonidan boshqarilgan Anne Candy va Dengiz tubidagi ishchi. The Anne Candy AQSh harbiy-dengiz flotining sonar qatorini tortib oldi Dengiz tubidagi ishchi uchta operatsiya qilingan robot suvosti kemalari AUV ABYSS (a REMUS AUV turi).[156][159][160][161] Air France va Airbus birgalikda qidiruvning uchinchi bosqichini moliyalashtirdilar.[162][163] Qidiruv 6300 kvadrat kilometr maydonni (2400 kvadrat mil; 1800 kvadrat nmi), asosan samolyotning so'nggi ma'lum bo'lgan joyidan shimol va shimoli-g'arbiy tomonni qamrab oldi.[156][160][164] Qidiruv maydoni Frantsiya, Rossiya, Buyuk Britaniya va AQShdan bo'lgan okeanograflar tomonidan halokatdan bir necha kun o'tgach, Atlantika o'rtalarida suzuvchi jasadlar va qoldiqlar va oqimlarning joylashuvi to'g'risidagi ma'lumotlarni birlashtirgan.[165][166][167] Tomonidan yozilgan sonar yozuvlarini qayta tahlil qilish asosida janubi-g'arbiy qismida joylashgan kichikroq maydon ham izlandi Émeraude oldingi yil.[168][169][170] Qidiruvning uchinchi bosqichi 2010 yil 24 mayda hech qanday natija bermay tugadi, ammo BEA tergovchilar tergovchilar tomonidan tuzilgan maydonni deyarli qamrab olganligini aytmoqda.[156]

2011 yil qidirish va tiklash

2010 yil iyul oyida AQShda joylashgan Metron, Inc. qidiruv konsalting kompaniyasi avvalgi qidiruv natijalari bilan birgalikda parvoz ma'lumotlari va mahalliy holat haqidagi hisobotlarning oldingi ehtimollari asosida qidiruvni qaerga yo'naltirish ehtimoli xaritasini tuzish bilan shug'ullangan edi. . Metron jamoasi "klassik" deb ta'riflagan narsalardan foydalangan Bayes qidiruvi usullari, ilgari suvosti kemasini qidirishda muvaffaqiyatli bo'lgan yondashuv USSChayon va SSMarkaziy Amerika. Izlash operatsiyasining 4-bosqichi samolyotning so'nggi ma'lum bo'lgan pozitsiyasiga yaqin boshlandi, u Metron tadqiqotida 447-reysning eng yaxshi dam olish joyi deb topildi.[171][172]

Kabel kemasi El-Seyn materiallarni okean tubidan tiklashda yordam berish uchun tayinlangan.

2011 yil 3 aprelda qidiruv ishlari qayta tiklanganidan keyin bir guruh Vuds Hole okeanografiya instituti to'liq okean chuqurligida ishlaydi avtonom suv osti transport vositalari (AUV) Waitt institutiga tegishli[tekshirib bo'lmadi ] yordamida topilgan yon sonar, AF447 reysidan chiqindilar maydonining katta qismi.[171] Hali ham samolyot fyuzelyajining qisman buzilmagan qoldiqlari ichida qolgan qoldiqlar va jasadlar 3980 metr chuqurlikda bo'lgan (2180 fut; 13.060 fut).[173] Qoldiqlar okean tubining nisbatan tekis va loyli qismida yotgan holda topilgan (dastlab AF447 ning so'nggi dam olish joyi deb hisoblangan o'ta tog'li relyefdan farqli o'laroq).[iqtibos kerak ] Topilgan boshqa narsalar dvigatellar, qanot qismlari va shassi.[174]

Qoldiqlar maydoni "juda ixcham" deb ta'riflangan bo'lib, uning o'lchamlari 200 dan 600 metrgacha (660 dan 1,970 futgacha) va shimoldan bir oz oldinroq qoldiqlari topilgan joydan shimolga yaqin masofada joylashgan bo'lib, samolyot suvga deyarli butunligini etkazgan.[175] Frantsiyaning ekologiya va transport vaziri Natali Kosciusko-Morizet Jasadlar va qoldiqlar yer yuziga chiqarilib, tekshiruv va identifikatsiya qilish uchun Frantsiyaga olib ketilishini aytdi.[176] Frantsiya hukumati nizomni El-Seyn parvozlarni yozib oluvchilarni vayronalar orasidan tiklash.[177][178] Amerikalik Remora 6000 masofadan boshqariladigan transport vositasi (ROV)[g] va operatsiya ekipaji Feniks Xalqaro uchun samolyotlarni tiklashda tajribali Amerika Qo'shma Shtatlari dengiz kuchlari bortida bo'lgan El-Seyn.[179][180]

El-Seyn halokatga uchragan joyga 26 aprelda etib kelgan va birinchi sho'ng'in paytida Remora 6000 parvoz ma'lumotlarini yozuvchi shassisini topgan, garchi halokatga uchragan xotira bo'linmasisiz.[181][182] 1 may kuni xotira bloki topildi va ko'tarildi El-Seyn ROV tomonidan.[183] Samolyot kabinasining ovoz yozuvchisi 2011 yil 2 mayda topilgan va ko'tarilgan va samolyot bortiga olib kelingan El-Seyn ertasi kuni.[184]

7-may kuni, sud muhri ostida bo'lgan samolyot yozuvlari, Frantsiya harbiy-dengiz kuchlarining patrul kemasiga tushirildi La Capricieuse portiga o'tkazish uchun Kayenne. U erdan ular havo yo'li bilan BEA ofisiga etkazilgan Le Burget ma'lumotlarni yuklab olish va tahlil qilish uchun Parij yaqinida. Bortdagi kompyuterlarni o'z ichiga olgan bitta dvigatel va avionika ko'rfazi ham ko'tarilgan.[185]

15-mayga qadar parvoz ma'lumotlarini yozuvchidan ham, samolyot kabinasining ovoz yozuvchisidan ham barcha ma'lumotlar yuklab olindi.[2]:20[186] Ma'lumotlar keyingi haftalar davomida tahlil qilindi va topilmalar iyul oxirida uchinchi oraliq hisobotda e'lon qilindi.[187] Yuklab olish jarayoni to'liq suratga olingan va yozib olingan.[187]

2011 yil 5 maydan 3 iyungacha bo'lgan davrda 104 jasad qoldiqlari ostidan chiqarildi, natijada topilgan jasadlarning umumiy soni 154 kishini tashkil etdi. Ellik jasad dengizdan ilgari chiqarilgan edi.[141][188][189][190] Qidiruv natijasida qolgan 74 jasad hanuzgacha topilmagan.[191]

Tergov va xavfsizlikni yaxshilash

Frantsiya hukumati ikkita tergovni boshladi:

  • Odam o'ldirish bo'yicha jinoiy tergov 2009 yil 5 iyunda Parijdan kelgan sudya Silvi Zimmermanning tergovi ostida boshlangan. Tribunal de Grande instansiyasi.[192][o'lik havola ] Sudya tergovni bunga berdi Jandarmeriya millati, uni havo transporti bo'limi orqali amalga oshirishi mumkin (Jandarmeriya des transporti aériens yoki GTA) va uning sud ekspertiza instituti ("Institut de Recherche Criminelle de la Jandarmerie Nationale", FR ).[193] Jinoyat ishini tergov qilish doirasida DGSE (tashqi Frantsiya razvedka agentligi) bortdagi yo'lovchilarning ismlarini terroristik guruhlarga aloqadorligini tekshirgan.[194]
2011 yil mart oyida frantsuz sudyasi halokat uchun Air France va Airbus kompaniyalariga qarshi qotillik bo'yicha dastlabki ayblovlarni ilgari surdi.[195]

2009 yil 5-iyun kuni BEA halokat sabablari to'g'risida erta spekülasyonlardan ogohlantirdi. O'sha paytda tergov faqat ikkita dalilni aniqladi - samolyot rejalashtirilgan yo'nalishi yaqinidagi ob-havo ekvatorial mintaqalarga xos muhim konvektiv hujayralarni o'z ichiga olgan va uchta pitot naychalari bilan o'lchangan tezlik parvozning so'nggi daqiqalarida bir-biridan farq qilgan .[198]

On 2 July 2009, the BEA released an intermediate report, which described all known facts, and a summary of the visual examination of the rudder and the other parts of the aircraft that had been recovered at that time.[1][sahifa kerak ] According to the BEA, this examination showed:

  • The airliner was likely to have struck the surface of the sea in a normal flight attitude, with a high rate of descent;[h][1][sahifa kerak ][199]
  • No signs of any fires or explosions were found.
  • The airliner did not break up in flight. The report also stresses that the BEA had not had access to the o'limdan keyin reports at the time of its writing.[1][sahifa kerak ][200]

On 16 May 2011, Le Figaro reported that the BEA investigators had ruled out an aircraft malfunction as the cause of the crash, according to preliminary information extracted from the FDR.[201] The following day, the BEA issued a press release explicitly describing the Le Figaro report as a "sensationalist publication of non-validated information". The BEA stated that no conclusions had been made, investigations were continuing, and no interim report was expected before the summer.[202] On 18 May, the head of the investigation further stated no major malfunction of the aircraft had been found so far in the data from the flight data recorder, but that minor malfunctions had not been ruled out.[203]

Airspeed inconsistency

In the minutes before its disappearance, the aircraft's onboard systems sent a number of messages, via the ACARS, indicating disagreement in the ko'rsatilgan havo tezligi readings. A spokesperson for the BEA claimed, "the airspeed of the aircraft was unclear" to the pilots[143] and, on 4 June 2009, Airbus issued an Accident Information Telex to operators of all its aircraft reminding pilots of the recommended abnormal and emergency procedures to be taken in the case of unreliable airspeed indication.[204] French Transport Minister Dominik Bussero said, "Obviously, the pilots [of Flight 447] did not have the [correct] speed showing, which can lead to two bad consequences for the life of the aircraft: under-speed, which can lead to a tokcha, and over-speed, which can lead to the aircraft breaking up because it is approaching the tovush tezligi and the structure of the plane is not made for enduring such speeds".[205]

Pitot naychalari

Between May 2008 and March 2009, nine incidents involving the temporary loss of airspeed indication appeared in the air safety reports (ASRs) for Air France's A330/A340 fleet. All occurred in cruise between parvoz darajalari FL310 and FL380. Further, after the Flight 447 accident, Air France identified six additional incidents that had not been reported on ASRs. These were intended for maintenance aircraft technical logs drawn up by the pilots to describe these incidents only partially, to indicate the characteristic symptoms of the incidents associated with unreliable airspeed readings.[2]:122[206] The problems primarily occurred in 2007 on the A320, but awaiting a recommendation from Airbus, Air France delayed installing new pitot tubes on A330/A340 and increased inspection frequencies in these aircraft.[207][208]

When it was introduced in 1994, the Airbus A330 was equipped with pitot tubes, part number 0851GR, manufactured by Goodrich Sensors and Integrated Systems. 2001 yil Parvozga layoqatlilik bo'yicha ko'rsatma (AD) required these to be replaced with either a later Goodrich design, part number 0851HL, or with pitot tubes made by Fales, part number C16195AA.[209] Air France chose to equip its fleet with the Thales pitot tubes. In September 2007, Airbus recommended that Thales C16195AA pitot tubes should be replaced by Thales model C16195BA to address the problem of water ingress that had been observed.[210] Since it was not an AD, the guidelines allow the operator to apply the recommendations at its discretion. Air France implemented the change on its A320 fleet, where the incidents of water ingress were observed and decided to do so in its A330/340 fleet only when failures started to occur in May 2008.[211][212]

After discussing these issues with the manufacturer, Air France sought a means of reducing these incidents, and Airbus indicated that the new pitot probe designed for the A320 was not designed to prevent cruise-level ice-over. In 2009, tests suggested that the new probe could improve its reliability, prompting Air France to accelerate the replacement program,[212] which started on 29 May. F-GZCP was scheduled to have its pitot tubes replaced as soon as it returned to Paris.[213] By 17 June 2009, Air France had replaced all pitot probes on its A330 type aircraft.[214]

In July 2009, Airbus issued new advice to A330 and A340 operators to exchange Thales pitot tubes for tubes from Goodrich.[215][216][217]

On 12 August 2009, Airbus issued three mandatory service bulletins, requiring that all A330 and A340 aircraft be fitted with two Goodrich 0851HL pitot tubes and one Thales model C16195BA pitot (or, alternatively, three of the Goodrich pitot tubes); Thales model C16195AA pitot tubes were no longer to be used.[218][2]:216 This requirement was incorporated into ADs issued by the Evropa aviatsiya xavfsizligi agentligi on 31 August[218] va tomonidan Federal aviatsiya ma'muriyati (FAA) on 3 September.[219] The replacement was to be completed by 7 January 2010. According to the FAA, in its Federal reestr publication, use of the Thales model has resulted in "reports of airspeed indication discrepancies while flying at high altitudes in inclement weather conditions" that "could result in reduced control of the airplane." The FAA further stated that the Thales model probe "has not yet demonstrated the same level of robustness to withstand high-altitude ice crystals as Goodrich pitot probes P/N 0851HL."

On 20 December 2010, Airbus issued a warning to roughly 100 operators of A330, A340-200, and A340-300 aircraft regarding pitot tubes, advising pilots not to re-engage the autopilot following failure of the airspeed indicators.[220][221][222] Safety recommendations issued by BEA for pitot probes design, recommended, "they must be fitted with a heating system designed to prevent any malfunctioning due to icing. Appropriate means must be provided (visual warning directly visible to the crew) to inform the crew of any nonfunctioning of the heating system".[2]:137

Findings from the flight data recorder

On 27 May 2011, the BEA released an update on its investigation describing the history of the flight as recorded by the FDR. This confirmed what had previously been concluded from o'limdan keyin examination of the bodies and debris recovered from the ocean surface; the aircraft had not broken up at altitude. but had fallen into the ocean intact.[223][200] The FDRs also revealed that the aircraft's descent into the sea was not due to mechanical failure or the aircraft being overwhelmed by the weather, but because the flight crew had raised the aircraft's nose, reducing its speed until it entered an aerodynamic stall.[76][o'lik havola ][224]

While the inconsistent airspeed data caused the disengagement of the autopilot, the reason the pilots lost control of the aircraft remains something of a mystery, in particular because pilots would normally try to lower the nose in the event of a stall.[225][226][227] Multiple sensors provide the pitch (attitude) information and no indication was given that any of them were malfunctioning.[228] One factor may be that since the A330 does not normally accept control inputs that would cause a stall, the pilots were unaware that a stall could happen when the aircraft switched to an alternate mode due to failure of the airspeed indication.[224][men]

In October 2011, a transcript of the CVR was leaked and published in the book Erreurs de Pilotage (Pilot Errors) by Jean Pierre Otelli.[233] The BEA and Air France both condemned the release of this information, with Air France calling it "sensationalized and unverifiable information" that "impairs the memory of the crew and passengers who lost their lives."[234] The BEA subsequently released its final report on the accident, and Appendix 1 contained an official CVR transcript that did not include groups of words deemed to have no bearing on flight.[72]

Third interim report

On 29 July 2011, the BEA released a third interim report on safety issues it found in the wake of the crash.[3] It was accompanied by two shorter documents summarizing the interim report[235] and addressing safety recommendations.[236]

The third interim report stated that some new facts had been established. Jumladan:

  • The pilots had not applied the unreliable-airspeed procedure.
  • The pilot-in-control pulled back on the stick, thus increasing the angle of attack and causing the aircraft to ko'tarilish tez.
  • The pilots apparently did not notice that the aircraft had reached its maximum permissible altitude.
  • The pilots did not read out the available data (vertical velocity, altitude, etc.).
  • The stall warning sounded continuously for 54 seconds.
  • The pilots did not comment on the stall warnings and apparently did not realize that the aircraft was stalled.
  • Ba'zilar bor edi bufet associated with the stall.
  • The stall warning deactivates by design when the angle of attack measurements are considered invalid, and this is the case when the airspeed drops below a certain limit.
  • In consequence, the stall warning came on whenever the pilot pushed forward on the stick and then stopped when he pulled back; this happened several times during the stall and this may have confused the pilots.
  • Despite the fact that they were aware that altitude was declining rapidly, the pilots were unable to determine which instruments to trust; all values may have appeared to them to be incoherent.[3][sahifa kerak ]

The BEA assembled a inson omillari working group to analyze the crew's actions and reactions during the final stages of the flight.[237]

A brief bulletin by Air France indicated, "the misleading stopping and starting of the stall-warning alarm, contradicting the actual state of the aircraft, greatly contributed to the crew's difficulty in analyzing the situation."[238][239]

Building 153, the head office of the Enquêtes et d'Aalalyses pour la Sécurité de l'Aviation Civile (BEA) at Le Burget aeroporti, where the flight recorders were analysed

Yakuniy hisobot

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. According to the final report,[2] the accident resulted from this succession of major events:

  • Temporary inconsistency between the measured speeds, likely as a result of the obstruction of the pitot tubes by ice crystals, caused autopilot disconnection and reconfiguration to muqobil qonun.
  • The crew made inappropriate control inputs that destabilized the flight path.
  • The crew failed to follow appropriate procedure for loss of displayed airspeed information.
  • The crew were late in identifying and correcting the deviation from the flight path.
  • The crew lacked understanding of the approach to stall.
  • The crew failed to recognize the aircraft had stalled, and consequently did not make inputs that would have made recovering from the stall possible.[2]:200

These events resulted from these major factors in combination:[2]

  • Feedback mechanisms on the part of those involved made possible identifying and remedying the repeated nonapplication of the procedure for inconsistent airspeed, and ensuinge that crews were trained in icing of the pitot probes and its consequences.
  • The crew lacked practical training in manually handling the aircraft both at high altitude and in the event of anomalies of speed indication.
  • The two co-pilots' task sharing was weakened both by incomprehension of the situation at the time of autopilot disconnection, and by poor management of the "startle effect ", leaving them in an emotionally charged situation;
  • The cockpit lacked a clear display of the inconsistencies in airspeed readings identified by the flight computers.
  • The crew did not respond to the stall warning, whether due to a failure to identify the aural warning, to the transience of the stall warnings that could have been considered spurious, to the absence of any visual information that could confirm that the aircraft was approaching stall after losing the characteristic speeds, to confusing stall-related bufet for overspeed-related buffet, to the indications by the flight director that might have confirmed the crew's mistaken view of their actions, or to difficulty in identifying and understanding the implications of the switch to alternate law, which does not protect the angle of attack.

Independent analyses

Before and after the publication of the final report by the BEA in July 2012, many independent analyses and expert opinions were published in the media about the cause of the accident.

Significance of the accident

2011 yil may oyida, Wil S. Hylton ning The New York Times commented that the crash "was easy to bend into myth" because "no other passenger jet in modern history had disappeared so completely—without a Mayday call or a witness or even a trace on radar." Hylton explained that the A330 "was considered to be among the safest" of the passenger aircraft. Hylton added that when "Flight 447 seemed to disappear from the sky, it was tempting to deliver a tidy narrative about the hubris of building a self-flying aircraft, Icarus falling from the sky. Or maybe Flight 447 was the Titanik, an uncrashable ship at the bottom of the sea."[188] Dr. Guy Gratton, an aviation expert from the Flight Safety Laboratory at Brunel universiteti, said, "This is an air accident the likes of which we haven't seen before. Half the accident investigators in the Western world – and in Russia too – are waiting for these results. This has been the biggest investigation since Lokerbi. Put bluntly, big passenger planes do not just fall out of the sky."[240]

Angle-of-attack indication

In a July 2011 article in Aviatsiya haftaligi, Chesley "Sully" Sullenberger was quoted as saying the crash was a "seminal accident" and suggested that pilots would be able to better handle upsets of this type if they had an indication of the wing's angle of attack (AoA).[241] By contrast, aviation author Captain Bill Palmer has expressed doubts that an AoA indicator would have saved AF447, writing: "as the PF [pilot] seemed to be ignoring the more fundamental indicators of pitch and attitude, along with numerous stall warnings, one could question what difference a rarely used AoA gauge would have made".[242]

Following its investigation, the BEA recommended that the European Aviation Safety Agency and the FAA should consider making an AoA indicator on the instrument panel mandatory.[243][yangilanishga muhtoj ] In 2014, the FAA streamlined requirements for AoA indicators for umumiy aviatsiya[244][245] without affecting requirements for commercial aviation.

Human factors and computer interaction

2011 yil 6 dekabrda, Mashhur mexanika published an English translation of the analysis of the transcript of the CVR controversially leaked in the book Erreurs de Pilotage.[233] It highlighted the role of the co-pilot in stalling the aircraft, while the flight computer was under alternate law at high altitude. This "simple but persistent" human error was given as the most direct cause of this accident.[224] In the commentary accompanying the article, they also noted that the failure to follow principles of ekipaj resurslarini boshqarish was a contributory factor.

The final BEA report points to the human-computer interface (HCI) of the Airbus as a possible factor contributing to the crash. It provides an explanation for most of the pitch-up inputs by the pilot flying, left unexplained in the Mashhur mexanika piece: namely that the flight director display was misleading.[246] The pitch-up input at the beginning of the fatal sequence of events appears to be the consequence of an altimeter error. The investigators also pointed to the lack of a clear display of the airspeed inconsistencies, though the computers had identified them. Some systems generated failure messages only about the consequences, but never mentioned the origin of the problem. The investigators recommended a blocked pitot tube should be clearly indicated as such to the crew on the flight displays. Daily Telegraph pointed out the absence of AoA information, which is so important in identifying and preventing a stall.[247] The paper stated, "though angle of attack readings are sent to onboard computers, there are no displays in modern jets to convey this critical information to the crews". Der Spiegel indicated the difficulty the pilots faced in diagnosing the problem: "One alarm after another lit up the cockpit monitors. One after another, the autopilot, the automatic engine control system, and the flight computers shut themselves off."[248] Against this backdrop of confusing information, difficulty with aural cognition (due to heavy buffeting from the storm, as well as the stall) and zero external visibility, the pilots had less than three minutes to identify the problem and take corrective action. The Der Spiegel report asserts that such a crash "could happen again".

Maqolasida Vanity Fair, Uilyam Langewiesche noted that once the AoA was so extreme, the system rejected the data as invalid, and temporarily stopped the stall warnings, but "this led to a perverse reversal that lasted nearly to the impact; each time Bonin happened to lower the nose, rendering the angle of attack marginally less severe, the stall warning sounded again—a negative reinforcement that may have locked him into his pattern of pitching up", which increased the angle of attack and thus aggravated the stall.[29]

Yon tayoqni boshqarish muammosi

O'ng qo'l yon tayoq control on an Airbus A380 parvoz kemasi (similar to the one installed on A330s)

2012 yil aprel oyida Daily Telegraph, Britaniyalik jurnalist Nik Ross published a comparison of Airbus and Boeing flight controls; farqli o'laroq bo'yinturuqni boshqarish used on Boeing flight decks, the Airbus yon tayoq controls give little visual feedback and no sensory or tactile feedback to the second pilot. The cockpit synthetic voice, however, does give an aural message 'Dual Input' whenever opposite inputs are initiated by the pilots.[235] Ross reasoned that this might in part explain why the PF's fatal nose-up inputs were not countermanded by his two colleagues.[247][249] In fact BEA's final report July 2012 page 177 said, "during this forty-six second period between the autopilot disconnection and the STALL 2 warning, the C-chord warning (an altitude related alarm) sounded for a total duration of thirty-four seconds, thirty-one seconds of which as a continuous alert, and the STALL warning sounded for two seconds. The C-chord alert therefore saturated the aural environment within the cockpit... ...This aural environment certainly played a role in altering the crew’s response to the situation."[250]

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.[251][252][j] BEA's final report July 2012 page 179 said, "In fact the situation, with a high workload and multiple visual prompts, corresponds to a threshold in terms of being able to take into account an unusual aural warning. In an aural environment that was already saturated by the C-chord warning... "[253]

Charchoq

Getting enough sleep is a constant challenge for pilots of long-haul flights.[254] Although the BEA could find no "objective" indications that the pilots of Flight 447 were suffering from fatigue,[2]:100[255] some exchanges recorded on the CVR, including a remark made by Captain Dubois that he had only slept an hour,[k] could indicate the crew were not well rested before the flight.[256] The co-pilots had spent three nights in Rio de Janeiro, but the BEA was unable to retrieve data regarding their rest and could not determine their activities during the stopover.[2]:24[257][258]

Natijada

Shortly after the crash, Air France changed the number of the regular Rio de Janeiro-Paris flight from AF447 to AF445.[259]

Six months later, on 30 November 2009, Air France Flight 445 operated by another Airbus A330-203 (registered F-GZCK) made a 1-may kuni; halokat signali call because of severe turbulence around the same area and at a similar time to when Flight 447 was lost. Because the pilots could not obtain immediate permission from aviadispetcherlar (ATCs) to descend to a less turbulent altitude, the mayday was to alert other aircraft in the vicinity that the flight had deviated from its allocated flight level. This is standard contingency procedure when changing altitude without direct ATC authorization. After 30 minutes of moderate-to-severe turbulence, the flight continued normally. The flight landed safely in Paris 6 hours and 40 minutes after the mayday call.[260][261]

Inaccurate airspeed indicators

Several cases have occurred where inaccurate airspeed information led to flight incidents on the A330 and A340. Two of those incidents involved pitot probes.[l] In the first incident, an Air France A340-300 (F-GLZL) yo'nalishida 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 and obstructed drainage holes in all three pitot probes were subsequently found to be the cause.[262] In the second incident, an Air France A340-300 (F-GLZN) yo'nalishida from Paris to New York encountered turbulence followed by the autoflight systems going offline, warnings over the accuracy of the reported airspeed, and 2 minutes of stall alerts.[262]

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 ADIRS, autopilot and autothrust.[263] 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 Northwest Airlines flight from Hong Kong to Tokyo,[263] concluding in both cases that the aircraft operating manual was sufficient to prevent a dangerous situation from occurring.[264]

Following the crash of Air France 447, other Airbus A330 operators studied their internal flight records to seek patterns. Delta havo liniyalari 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 ITCZ, the same location where Air France 447 crashed.[265][266]

Sud ishlari

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".[267] The case against Airbus was dropped on 22 July the same year.[268] The case against Air France was dropped in September 2019 when magistrates said, "there were not enough grounds to prosecute".[269]

Ommaviy madaniyatda

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 Novo va BBC. 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.[270][271][272][273]

On 16 September 2012, 4-kanal 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.[274]

The aviation-disaster documentary television series 1-may kuni; halokat signali (shuningdek, nomi bilan tanilgan Havo halokatini tekshirish va Air Emergency) produced an hour-long episode titled "Air France 447: Vanished ", which aired on 15 April 2013 in Great Britain and 17 May 2013 in the U.S.[275]

An article about the crash by American author and pilot Uilyam Langewiesche, entitled "Should Airplanes Be Flying Themselves?", was published by Vanity Fair 2014 yil oktyabr oyida.[29]

A 99% ko'rinmas 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 avtomatlashtirish.[276]

2015 yil noyabr oyida, Massachusets texnologiya instituti professor David Mindell discussed the Air France Flight 447 tragedy in the opening segment of an EconTalk podcast dedicated to the ideas in Mindell's 2015 book Our Robots, Ourselves: Robotics and the Myths of Autonomy.[277] Mindell said the crash illustrated a "failed handoff", with insufficient warning, from the aircraft's autopilot to the human pilots.[278]

Charlz Duxigg writes about Flight 447 extensively in his book Smarter Faster Better, particularly about the errors the pilots made due to cognitive tunneling.[iqtibos kerak ]

Shuningdek qarang

Izohlar

  1. ^ AF is the IATA designator and AFR is the ICAO designator
  2. ^ At the time of its disappearance, F-GZCP was using satellite communication, its position over the mid-Atlantic being too far from land-based receivers for VHF to be effective.
  3. ^ On the map, page 13 the coordinates in BEA's first interim report[57] with the information on page 13) is referenced as the "last known position" (French: Dernière position connue, "last known position").
  4. ^ More precisely: that after one of the three independent systems had been diagnosed as faulty and excluded from consideration, the two remaining systems disagreed.
  5. ^ 850 from its Navy and 250 Air Force.
  6. ^ The areas showing detailed bathymetry were mapped using multibeam bathymetric sonar. The areas showing very generalized bathymetry were mapped using high-density satellite altimetry.
  7. ^ The Remora 6000 remotely operated vehicle was designed and constructed by Phoenix International Holdings, Inc. of Largo, Maryland, United States.
  8. ^ The airliner was considered to be in a nearly level attitude, but with a high rate of descent when it collided with the surface of the ocean. That impact caused high deceleration and compression forces on the airliner, as shown by the deformations that were found in the recovered wreckage.
  9. ^ Some reports have described this as a chuqur savdo,[229] but this was a steady state conventional stall.[230] A deep stall is associated with an aircraft with a T-quyruq, but this aircraft does not have a T-tail.[231] The BEA described it as a "sustained stall".[232]
  10. ^ There was a similar side-stick control issue in the Air Asia Flight 8501 baxtsiz hodisa.
  11. ^ "I didn't sleep enough last night. One hour – it's not enough right now." "Cette nuit, j'ai pas assez dormi. Une heure, c'était pas assez tout à l'heure."
  12. ^ For an explanation of how airspeed is measured, see air data reference.

Asarlar keltirilgan

Rasmiy manbalar (inglizchada)

Rasmiy manbalar (in French) – the French version is the report of record.

Boshqa manbalar

  • Otelli, Jean-Pierre (13 October 2011). Erreurs de pilotage: Tome 5 [Pilot Error: Volume 5] (frantsuz tilida). Levallois-Perret: Altipresse. ISBN  979-10-90465-03-9. OCLC  780308849.
  • Rapoport, Roger (2011). The Rio/Paris Crash: Air France 447. Lexographic Press. ISBN  978-0-9847142-0-9.
  • Palmer, Bill (20 September 2013). Understanding Air France 447 (qog'ozli qog'oz). William Palmer. ISBN  9780989785723.

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  42. ^ Makneyl kichik, Donald G.; Negroni, Kristin (2009 yil 1-iyun). "Yo'qolgan Air France Jet halokati uchun qidiruv olib borilmoqda". The New York Times. ISSN  0362-4331. Olingan 12 noyabr 2019.
  43. ^ "Tez-tez so'raladigan savollar". Air France. 9 Iyul 2009. Arxivlangan asl nusxasi 2009 yil 6 oktyabrda. Bizning birinchi ustuvor vazifamiz - Roissiga 60 dan 70 gacha qarindoshlarning kelishini tashkil qilish edi. Bundan ko'p bo'lmagan, chunki ko'plab yo'lovchilar yo'lovchilarni bir-biriga bog'lab turishgan.
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  46. ^ "Kotidiano - Família Orleans va Bragança, AF 447 ni qo'llab-quvvatlamaydi" [Kundalik - Orlean va Braganza oilasi Braziliya shahzodasi AF 447 reysida bo'lganligini tasdiqlaydi]. Folha on line (Braziliya) (portugal tilida). Agencia Brasil. 2009 yil 1 iyun. Arxivlandi asl nusxasidan 2011 yil 6 iyunda. Olingan 8 yanvar 2011.
  47. ^ "Belgisch-Brazilia prins onder de slachtoffers" [Qurbonlar orasida Belgiya-Braziliya shahzodasi] (golland tilida). Standaard.be. 2 iyun 2009 yil. Arxivlandi asl nusxasidan 2009 yil 5 iyunda. Olingan 2 iyun 2009.
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  49. ^ TRENTO10 - bu Jovanni Battista Lenzi uchun har yili sodir bo'lgan dell'Air France che la costa la vita., 2019 yil 31 may
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  51. ^ "Air France inclui ijrochilari ro'yxatidagi 447-sonli rasmiy rasmiylar ro'yxati, Orlean va Bragança familiyalari to'g'risida" [Air France aviakompaniyasining 447 jabrdiydasining norasmiy ro'yxatida rahbarlar, shifokorlar va hatto Orlean va Braganza oilasining a'zosi bor] (portugal tilida). Globo. 2009 yil 1 iyun. Arxivlandi asl nusxasidan 2009 yil 14 iyunda. Olingan 2 iyun 2009.
  52. ^ Professor da UFRJ AF 447-ga murojaat qiladi, 2009 yil 1-iyun
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  54. ^ Outro professor va UFRJ, AF 447-ga o'tishga tayyor, 2009 yil 1-iyun
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  58. ^ BEA final 2012 yil, p. 49: "Radar ma'lumotlari shuni ko'rsatadiki, AF 447 SALPU punkti ustidan 1 soat 49 min. Da o'tgan, radar bilan qamrab olish chegarasiga to'g'ri keladigan so'nggi qayd qilingan radar nuqtasi (...)"
  59. ^ BEA birinchi 2009 yil 1.17.2.3 "Air France protseduralari"
  60. ^ BEA birinchi 2009 yil, §1.17.2.2.
  61. ^ BEA final 2012 yil, §2.1.1.3.1, "Vaqt tanlovi"
  62. ^ BEA uchinchi 2011 yil, p. 73.
  63. ^ Palmer 2013 yil, 4, 39-betlar.
  64. ^ Palmer 2013 yil, p. 4-5.
  65. ^ a b Palmer 2013 yil, p. 86.
  66. ^ BEA final 2012 yil, §2.1.2.3, "Ushbu [burunni yuqoriga ko'taradigan] kirishlarning haddan tashqari amplitudasi ularni balandlikka uchish uchun samolyot bilan ishlash bo'yicha tavsiya etilgan amaliyotga mos kelmaydigan va mos kelmaydigan qilib qo'ydi."
  67. ^ BEA final appx2 2012:
    2 soat 10 min 08: CAS 274ktdan 156ktgacha o'zgaradi. CAS ISIS 275 tugundan 139 tugunga o'zgaradi va 223 tugunga qadar qaytib keladi. Mach 0,80 dan 0,26 gacha o'zgaradi.
    2 soat 10 min 09: CAS 52kt. CAS ISIS to'rt soniya davomida 270 tugunda barqarorlashadi.
    2 soat 10 min 34: CAS ikki soniya ichida 105ktdan 223ktgacha ko'tariladi. CAS ISIS - 115 ta tugun.
    2 soat 11 min 07: IShID CAS 129ktdan 183ktgacha o'zgaradi. CAS soat 184da.
    FDR grafik parametrlari (ichida Frantsuzcha ):
    - 2 soat 10 min 04 dan 2 soat 10 min 26 gacha
    - 2 soat 10 min 26 dan 2 soat 10 min 50 gacha
    - 2 soat 10 min 50 dan 2 soat 11 min 47 gacha
  68. ^ Palmer 2013 yil, p. 7 "02:11:07 [...] Pitot muzining oxirgisi tozalangan va uchala havo tezligining ko'rsatkichlari ham to'g'ri ko'rsatilgandi"
  69. ^ Palmer 2013 yil, p. 57 "Pitot muzlashi taxminan bir daqiqa besh soniya davom etdi"
  70. ^ BEA final 2012 yil, p. 198, "Chap PFD-da ko'rsatilgan tezlik 29 soniya davomida noto'g'ri bo'lgan, IShIDdagi tezlik 54 soniya va o'ng PFD-da ko'rsatilgan tezlik eng ko'p 61 soniya bo'lgan."
  71. ^ Palmer 2013 yil, 78-80-betlar.
  72. ^ a b BEA (Frantsiya) (2012 yil iyul), "1-ilova CVR transkripsiyasi" (PDF), Yakuniy hisobot 2009 yil 1-iyun kuni Air France aviakompaniyasining AF 447 Rio-de-Janeyro - Parij aviakompaniyasi tomonidan boshqariladigan F-GZCP ro'yxatdan o'tgan Airbus A330-203 samolyotidagi avariya to'g'risida., frantsuz tilidan BEA tomonidan tarjima qilingan Le Bourget: BEA Bureau d'Enquêtes et d'Analyses pour la sécurité de l'aviation civile, arxivlandi (PDF) asl nusxasidan 2013 yil 21 sentyabrda, olingan 11 iyul 2012
  73. ^ Palmer 2013 yil, p. 57: "Bu vaziyatni keltirib chiqardi, chunki statik portlardan tashqari, havo ham o'tib ketmoqda. [...] Ushbu dinamik havo tezligining yaroqsiz qiymatlarga bir necha marta tushishini hisobga oladi."
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  78. ^ a b BEA birinchi 2009 yil, 48-57 betlar.
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  89. ^ "Airbus ISIS". Uchish ekipajining foydalanish bo'yicha qo'llanmasi. Arxivlandi asl nusxasi 2009 yil 20-iyunda. Olingan 8 iyun 2009.
  90. ^ "Airbus 330 - tizimlar - aloqa". Parvoz ekipajining foydalanish bo'yicha qo'llanmasi. Arxivlandi asl nusxasi 2007 yil 14-yanvarda. Olingan 7 iyun 2009.
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  92. ^ "Airbus parvozlarini boshqarish to'g'risidagi qonunlar". Airbus. Arxivlandi asl nusxasidan 2009 yil 16 aprelda. Olingan 3 iyun 2009.
  93. ^ "Avionics mahsulot assortimenti". Airbus. Arxivlandi asl nusxasi 2009 yil 6-iyunda. Olingan 21 avgust 2011.
  94. ^ BEA final 2012 yil, §1.7.1 bet. 46.
  95. ^ Vaskes, Tim (3 iyun 2009). "Air France 447 reysi: batafsil meteorologik tahlil". Arxivlandi asl nusxasi 2017 yil 26 fevralda.
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  97. ^ "Meteosat-9 infraqizil sun'iy yo'ldosh tasviri". BBC yangiliklari. Arxivlandi asl nusxasi 2016 yil 6 martda. Olingan 1 yanvar 2010.
  98. ^ "Katta bo'ronlar bilan tanilgan mintaqada samolyot yo'q bo'lib ketdi". Fox News kanali. 3 iyun 2009. Arxivlangan asl nusxasi 2012 yil 22 oktyabrda. Olingan 7 iyun 2009.
  99. ^ BEA final 2012 yil, §1.11.2 bet. 58.
  100. ^ Vuds, Richard; Kempbell, Metyu (2009 yil 7-iyun). "Air France 447: kompyuterning ishdan chiqishi". The Times. Buyuk Britaniya Arxivlandi asl nusxasi 2011 yil 14 avgustda.
  101. ^ BEA final 2012 yil, §2.1.1.1 bet. 167.
  102. ^ "12 ta shunga o'xshash reyslar Air France 447 sirini chuqurlashtirmoqda". CNN. 2009 yil 9-iyun. Arxivlandi asl nusxasidan 2010 yil 21 aprelda. Olingan 23 aprel 2010.
  103. ^ "Reuters ikki Lufthansa samolyoti AirFrance-da ma'lumot beradi". Arxivlandi asl nusxasidan 2009 yil 6 iyunda. Olingan 30 iyun 2017.
  104. ^ BEA birinchi 2009 yil, §1.9.2 "Boshqarish markazlari o'rtasidagi muvofiqlashtirish".
  105. ^ "Un avión de la Guardia Civil contra la inmigración también busca el avión desaparecido" [Fuqaro muhofazasining immigratsiyaga qarshi samolyoti ham yo'qolgan samolyotni qidirmoqda]. El Mundo (ispan tilida). 2009 yil 1 iyun. Arxivlandi asl nusxasidan 2009 yil 5 iyunda. Olingan 1 iyun 2009. El avión Casa 235 de la Guardia Civil utizizado ... ha samo enviado a primera hora de la tarde is a part of en las tareas de bussueda del aparato de Air France desaparecido en las unltimas horas cuando cubría el trayecto Río de Janeiro y París, informaron del Ministerio del Interior.
  106. ^ "Premières précision sur l'Airbus d'Air France disparu" [Yo'qolgan Air France Airbus haqida birinchi ma'lumot]. L'Express (frantsuz tilida). 2009 yil 1 iyun. Arxivlandi asl nusxasidan 2009 yil 5 iyunda. Olingan 1 iyun 2009.
  107. ^ "AF 447 halokatga uchrashidan oldin ajralib chiqqan bo'lishi mumkin: mutaxassislar". Associated Press. 3 iyun 2009 yil. Arxivlandi asl nusxasidan 2009 yil 6 iyunda. Olingan 3 iyun 2009.
  108. ^ "'Aucun espoir 'pour le vol Rio-Parij d'Air France " [Air France Rio - Parij reysiga 'umid yo'q']. L'Express (frantsuz tilida). 2009 yil 1 iyun. Arxivlandi asl nusxasidan 2009 yil 5 iyunda. Olingan 1 iyun 2009.
  109. ^ Chrisafis, Angelique (2009 yil 1-iyun). "Frantsiya samolyoti Atlantika ustidan qulab tushdi". Guardian. Buyuk Britaniya Arxivlandi asl nusxasidan 2009 yil 11 iyunda. Olingan 1 iyun 2009.
  110. ^ "Samolyotda omon qolganlarni topish istiqbollari juda oz". KKTV-TV. Associated Press. 2009 yil 1 iyun. Arxivlandi asl nusxasidan 2011 yil 13 iyulda. Olingan 16 fevral 2011.
  111. ^ "RELATÓRIO DAS BUSCAS DO VOO 447 DA AIR FRANCE" [Air France 447 reysini qidirish bo'yicha hisobot] (portugal tilida) (6). Braziliya havo kuchlari byulleteni. 2 iyun 2009. Arxivlangan asl nusxasi 2009 yil 11 iyunda.
  112. ^ Negroni, Kristin (2009 yil 2-iyun). "Frantsiya va Braziliya yo'qolgan samolyotni qidirmoqda". The New York Times. Arxivlandi asl nusxasidan 2013 yil 15 fevralda. Olingan 2 iyun 2009.
  113. ^ "Air France samolyotining qoldiqlarida tirik qolganlar topilmadi, deydi rasmiy". CNN. 2 iyun 2009 yil. Arxivlandi asl nusxasidan 2009 yil 6 iyunda. Olingan 2 iyun 2009.
  114. ^ a b "Okean qidiruvi samolyot qoldiqlarini topdi". BBC yangiliklari. BBC. 2 iyun 2009 yil. Arxivlandi asl nusxasidan 2009 yil 3 iyunda. Olingan 2 iyun 2009.
  115. ^ "Xose Alencar Airbus-ni rasmiy ravishda rasmiylashtirmoqda" [Xose Alencar Airbus qurbonlari uchun uch kunlik rasmiy motam e'lon qildi] (portugal tilida). Globo. 2 iyun 2009 yil. Arxivlandi asl nusxasidan 2009 yil 12 iyunda. Olingan 2 iyun 2009.
  116. ^ a b BEA birinchi 2009 yil, §1.16.1.3 "Frantsiya tomonidan tarqatilgan resurslar".
  117. ^ Sa, Evaristo (3 iyun 2009). "Dengiz kemalari Air France aviahalokati qoldiqlarini qayta tiklashga intilmoqda". Agence France-Presse. Arxivlandi asl nusxasidan 2014 yil 25 fevralda. Olingan 10-noyabr 2016.
  118. ^ "Mini samolyotlar reaktivni qidirishga yuborildi". Yangiliklar24. 2 iyun 2009. Arxivlangan asl nusxasi 2012 yil 5 sentyabrda. Olingan 2 iyun 2009.
  119. ^ BEA birinchi 2009 yil, §1.16.1.1 "Qidiruvlarning konteksti".
  120. ^ "Braziliya havo kuchlari 447-reysdan ko'proq qoldiqlarni topdi". CRI Ingliz tili. 3 iyun 2009 yil. Arxivlandi asl nusxasidan 2009 yil 11 iyunda. Olingan 3 iyun 2009.
  121. ^ "Buscas à aeronave do voo AF 447 da Air France". Braziliya dengiz floti. 4 iyun 2009. Arxivlangan asl nusxasi 2011 yil 27 sentyabrda. Olingan 4 iyun 2009. ()
  122. ^ "Nota 17: Informações Sobre As Buscas Do Voo 447 Da Air France" [17-eslatma: Air France 447-reysini qidirish bo'yicha ma'lumot]. Ministério da Dafesa. 6 iyun 2009. Arxivlangan asl nusxasi 2009 yil 11-iyunda. Olingan 17 noyabr 2013.
  123. ^ Bibel, Jorj; Hedges, Robert (2018). Samolyot halokati: aviatsiya falokatlari ekspertizasi. AQSh: Jons Xopkins universiteti matbuoti. p. 143. ISBN  978-1-4214-2448-4.
  124. ^ Bibel, Jorj; Hedges, Robert (2018). Samolyot halokati: aviatsiya falokatlari ekspertizasi. AQSh: Jons Xopkins universiteti matbuoti. p. 144. ISBN  978-1-4214-2448-4.
  125. ^ "Yo'qolgan samolyotdan" topilgan jasadlar ". BBC yangiliklari. 6 iyun 2009 yil. Arxivlandi asl nusxasidan 2009 yil 8 iyunda. Olingan 6 iyun 2009.
  126. ^ "Braziliya: Air France aviahalokat joyi yaqinida jasadlar topildi". NBC News. 6 iyun 2009 yil. Olingan 6 iyun 2009.
  127. ^ "Air France dumining qismi tiklandi". BBC yangiliklari. 2009 yil 8 iyun. Arxivlandi asl nusxasidan 2012 yil 5 aprelda. Olingan 1 yanvar 2010.
  128. ^ a b "39-press-reliz: Air France 447-reysini qidirish bo'yicha ma'lumot". Ministério da Defesa. 22 iyun 2009. Arxivlangan asl nusxasi 2009 yil 25-noyabrda. Olingan 17 noyabr 2013.
  129. ^ "37-press-reliz: Air France 447 reysini qidirish bo'yicha ma'lumot". Ministério da Defesa. 20 iyun 2009. Arxivlangan asl nusxasi 2009 yil 24 iyunda. Olingan 17 noyabr 2013.
  130. ^ "Press-reliz 31: Air France 447 reysini qidirish bo'yicha ma'lumot". Ministério da Defesa. 14 Iyun 2009. Arxivlangan asl nusxasi 2009 yil 20-iyunda. Olingan 17 noyabr 2013.
  131. ^ a b BEA birinchi 2009 yil, §1.12.1 "Korpuslar va samolyot qismlarini lokalizatsiya qilish", "BEAga ma'lum bo'lgan barcha chiqindilar ma'lumotlar bazasida keltirilgan. 26 iyunga qadar ushbu ma'lumotlar bazasiga 640 ta ma'lumotlar kiritilgan."
  132. ^ Kempbell, Metyu; Vuds, Richard (2009 yil 14-iyun). "Crash jet" balandlikda ikkiga bo'lindi'". The Times. Buyuk Britaniya Arxivlandi asl nusxasidan 2014 yil 16 aprelda. Olingan 14 iyun 2009.
  133. ^ a b "Nota 33: Informações Sobre As Buscas Do Voo 447 Da Air France" [Izoh 33: Air France 447 reysini qidirish bo'yicha ma'lumot] (portugal tilida). Ministério da Defesa. 16 iyun 2009. Arxivlangan asl nusxasi 2009 yil 20-iyunda. Olingan 17 iyun 2009.
  134. ^ "Nota 31: Informações Sobre As Buscas Do Voo 447 Da Air France" [31-eslatma: Air France 447 reysini qidirish bo'yicha ma'lumot] (portugal tilida). Ministério da Defesa. 14 Iyun 2009. Arxivlangan asl nusxasi 2009 yil 20-iyunda. Olingan 15 iyun 2009.
  135. ^ "Nota 22: Informações Sobre As Buscas Do Voo 447 Da Air France" [22-izoh: Air France 447-reysini qidirish bo'yicha ma'lumot] (portugal tilida). Ministério da Defesa. 9 iyun 2009. Arxivlangan asl nusxasi 2009 yil 12 iyunda. Olingan 12 iyun 2009.
  136. ^ "Nota 27: Informações Sobre As Buscas Do Voo 447 Da Air France" [27-izoh: Air France 447-reysini qidirish bo'yicha ma'lumot] (portugal tilida). Ministério da Defesa. 11 Iyun 2009. Arxivlangan asl nusxasi 2009 yil 15-iyunda. Olingan 12 iyun 2009.
  137. ^ BEA ikkinchi 2009 yil 1.13, 32-bet (PDF-ning 104-sahifasining 33-beti) "Otopsiyada ellik kishini aniqlashga imkon berildi: 45 yo'lovchi, 4 styuardessa va kapitan"
  138. ^ Bremner, Charlz; Tedmanson, Sofi (2009 yil 23-iyun). "Air France Airbus qora qutilarini topish umidlari puchga chiqdi". The Times. London. Olingan 23 aprel 2010.
  139. ^ "INFO FIGARO - AF 447: le corps du pilote identifiké". Le Figaro (frantsuz tilida). Frantsiya. 2009 yil 25 iyun. Arxivlandi asl nusxasidan 2009 yil 28 iyunda. Olingan 25 iyun 2009.
  140. ^ BEA birinchi 2009 yil, Appx A 101–07 betlar "Jismlar va samolyot qismlarini tiklash xronologiyasi".
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  142. ^ BEA birinchi 2009 yil, §1.12.1 bet. 37.
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    · Samolyotning Atlantika okeani bo'ylab rejalashtirilgan marshruti yaqinida ekvatorial mintaqalarga xos bo'lgan muhim konvektiv hujayralar mavjudligi;
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