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had any news of flight AF447. The DAKAR controller replied that he hadn’t and
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then the ATLANTICO controller requested confirmation that the flight was
already in the SAL FIR. The DAKAR controller replied: "yes, no worry". He also
confirmed that SAL had not established contact with flight AF447.
The continuation of the exchanges between the control centres is described
in paragraph 1.15.
1.10 Aerodrome Information
The support aerodromes for this ETOPS 120 minute flight were: Natal (Brazil)
and Sal Amilcar (Cape Verde).
1.11 Flight Recorders
At the time of writing of this report, search operations were still under way to
try to locate and recover the Flight Data Recorder and Cockpit Voice Recorder.
1.12 Wreckage and Impact Information
1.12.1 Localisation of the bodies and aircraft parts
The French and Brazilian navies found debris belonging to the aircraft from
6 June onwards. All the debris known to the BEA was referenced in a database.
By 26 June, this database included 640 items.
Whenever the information is available, the position, the date and the time of
their recovery are indicated. The chart below shows the position of all of the
bodies and debris thus geo-referenced. The bodies are represented by red
circles and the debris by white circles. The tail fin (vertical stabiliser), found on
7 June is represented by a yellow diamond.
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The timeline of the recovery of the bodies and debris from the aircraft found
between 6 June and 18 June, 2009 and known to the BEA on 26 June, 2009,
can be found in appendix 4.
1.12.2 Identification of the items recovered
The identification of the debris shows that it consists mainly of light items
belonging to the cabin fittings and holds (bulkheads, galley, ceiling or floor
panels, seats, overhead baggage bins, cabin and hold lining).
Approximately thirty pieces are external parts of the plane (vertical stabiliser,
pieces of the radome, the engine cowl, the under belly fairing, the flap
actuator fairing, the trimmable horizontal stabiliser and the secondary control
surfaces).
The identified debris thus comes from all the areas of the plane.
An ELT distress beacon with manual tripping was also recovered. This had not
been actuated. Its switch was found in the “OFF” position.
1.12.3 Visual inspection
A first visual inspection brought to light the following.
The tail fin was damaged during its recovery and transport but the photographs
available made it possible to identify the damage that was not the result of
the accident. The middle and rear fasteners with the related fragments of
the fuselage hoop frames were present in the fin base. The distortions of the
frames showed that they broke during a forward motion with a slight twisting
component towards the left.
Part of the radome was found, representing approximately a fifth of its
circumference along its upper part.
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The galley, identified as G2, located at the level of door 2 on the right-hand
side, was not very distorted. Baskets and racks were compressed in the lower
part of both galley carts.
The distortions observed in the metal vertical reinforcements of a toilet door
showed evidence of significant compressive forces.
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Fragments of the walls of the flight crew rest module were crumpled and
those of the ceiling were deformed downwards. The floor was curved under
the effect of a strong upward pressure from below. The connecting brackets
between the floor and the walls were bent backwards.
1.12.4 Summary of visual examination
Observations of the tail fin and on the parts from the passenger (galley, toilet
door, crew rest module) showed that the airplane had likely struck the surface
of the water in level flight, with a high rate vertical acceleration.
1.13 Medical and Pathological Information
Sailors from the Frigate Ventôse recovered about thirty bodies. A visual
examination of the bodies showed that they were clothed and relatively well
preserved. All of them were handed over to the Brazilian Navy to be transferred
to the Recife morgue.
At this stage of the investigation, the BEA has not yet had access to the autopsy data.
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1.14 Fire
Based on the elements recovered up to now, no evidence of fire or explosion
has been brought to light.
1.15 Survival Aspects
Given the current lack of information regarding the end of the flight, this
chapter only deals with the launching and organization of the search and
rescue operations.
　
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