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flap extension track on impact. Analysis of these marks (morphological and
dimensional examinations) and comparison with an identical aircraft made
it possible to determine that the flaps were in the “retracted” position at the
time of impact with the water (measurement of the distance between the
track and the lower surface of the flap, position of the carriage on the track).
Flap extension mechanism (or fl ap track) No. 3 in extended position
F-GZCP - 1st June 2009
21
Carriage
Flap extension mechanism (or fl ap track) No. 3 in retracted position
Part of the No. 3 fl ap track fairing on the left wing
F-GZCP - 1st June 2009
22
1.12.3.5. Examination of the vertical stabiliser
1.12.3.5.1 General vertical stabiliser data
Fin
Rudder
Trimmable
Horizontal
Stabiliser
THS actuator
RCV Rudder control unit
Frame 84
Attachments
Frame 91
29.3°
RTLU
The vertical stabiliser consists of the fin (fixed part) and the rudder (mobile
part).It also includes panels from the leading and trailing edges and the fin
(sandwich structure).
The vertical stabiliser is attached to the fuselage by three attachments (forward,
central and aft) situated at the root of the stabiliser. Each attachment consists
of two lugs (male on the stabiliser, female on the fuselage), one on the right
and one on the left. On the fuselage, the 6 female lugs are situated between
frames 79 and 80, 84 and 85, 86 and 87. Assemblies 84-85 and 86-87 are main
frames, and they receive the rudder control unit (frames 84 and 85) and the
screw that is used to adjust the horizontal stabiliser (frames 86 and 87). Frame
91 is a particularly rigid frame because it is used to attach the trimmable
horizontal stabiliser. There are two rods (one right and one left) at the level
of each of the three attachments that pick up the lateral loads on the vertical
stabiliser.
F-GZCP - 1st June 2009
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Fuselage skin
Female
attachment lug
Rear view
Front of aircraft
Fr84 Fr85
Top view
Side
view
Fr84
Fr85
Overview of Main Frame 84-85
Main aft
attachment Lateral
load pickup
Main centre
attachment
Main
forward
attachment
Lateral load
pick-up
Lateral
load pickup
Main aft
attachment
Main centre
attachment
Main
forward
attachment
Stabiliser attachment diagram
F-GZCP - 1st June 2009
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The rudder is attached to the fin by means of eight hinge arms and one vertical
load pick-up arm in the rudder’s hinge axis (arm 36 g). The rudder is controlled
by means of a control unit (frames 84 and 85) and a mechanical control linkage
(rods).
Hinge arms Arm 36 g
Rudder attachment to the fi n
1.12.3.5.2 General examination of the vertical stabilizer
The vertical stabilizer was in generally good condition. The damage observed
on the side panels and on the rudder was largely due to the recovery and
transport operations. The damage due to separation from the fuselage was
essentially located at the root of the vertical stabiliser.
The vertical stabilizer separated from the fuselage at the level of the three
attachments:
 the forward attachment (male and female lugs) and part of the leading
edge are missing;
 the centre and aft attachments are present: male and female lugs and parts
of the fuselage frames (frames 84, 85, 86 and 87).
In the water Recovery operation
F-GZCP - 1st June 2009
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Unloading from the boat
1.12.3.5.3 Examination of the fin structure
Rib 1 had almost completely disappeared.
Rib 2 was bent upwards with a right-left symmetry.
The front of the fin showed signs of symmetrical compression damage:
 failure of the leading edge right- and left-hand panels
 longitudinal cracking of the leading edge stiffener
 HF antenna support (attached to the forward spar): failure of the lower
part, crumpling indicating bottom-upwards compression loads
Remaining part
of rib 1
Rib 2 bent upwards
Compression breakage
of the leading edge
panels
Longitudinal crack
perpendicular to the leading
edge stiffener
Compression of the HF
antenna support
F-GZCP - 1st June 2009
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1.12.3.5.4 Examination of the vertical stabiliser – rudder attachments
The vertical load pick-up arm in the rudder’s hinge axis (arm 36 g) broke at the
level of the attachment lug on the rudder side.
The size of this arm is calculated to withstand a maximum load of 120,000 N,
　
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