BEA Press Conf Notes – La Depeche (Water Leak) – Folha OnLine (3 Articles) – FAB Video – ACARS Chatter
The BEA press conference has finished in Paris. I watched on TV however I don’t speak French and I’m not sure at this time what they have told us. If anything new? I did not hear any mention of the toilet leak? Sounds like total BS out of Air France and BEA? As first reported on this site on June 21, 2009 from Le Post: Was Air France Flight 447 Disaster Caused By Leaking Toilet! As shown below, we need to be careful on translation from one language to another.
BEA REPORT (FRENCH) pdf – 128 pages
ENGLISH VERSION pdf – 72 pages (wonder why such a difference in page numbers?)
Note: “This interim report has been translated and published by the BEA to make its reading easier for English-speaking people. As accurate as the translation may be, the original text in French should be considered as the work of reference.”
AF447: no break up in flight (BEA) (English Translation)(Emphasis mine)
The Office of Investigations and Analysis (BEA), responsible for the technical investigation into the crash of the Airbus A330 Air France disappeared on June 1 between Rio de Janeiro and Paris, has now excluded the hypothesis of a break up in flight.
The aircraft was not destroyed in flight, “said Alain Bouillard, head of the BEA survey at a press conference at Le Bourget, near Paris . The aircraft appears to have struck the water line of flight with a strong vertical acceleration, “he added with a report prepared on the initial investigation.
Fifty-one bodies were found in total, all transferred to Brazil, “said Bouillard at a press conference presenting the first report of the BEA investigation on the accident flight AF447 has 228 is dead on 1 June
Moreover, “more than 600 items, 640 exactly so far been recovered,” he added. “They come from all areas of the aircraft, from the tip of the radome to the rear.” Among the debris found “structural elements” such as “drift, a piece of horizontal plane back, a piece of radome, wheeling engine “and that” many cabin accommodations, “such as” pieces of siege. “Mr. Bouillard has noted that had found no life jackets inflated, an index that shows clearly that the passengers were not prepared for a landing. “
Furthermore, the search for black box flight AF447 Paris-Rio will continue “until July 10,” said BEA today. “You know that the tags have a term regulatory emission 30 days. It extends from ten days to try to find them, “he ajouté.Une second stage of research” will start after July 14 with other means, and following another method, “said Bouillard without give details on this new method.
By Simon Hradecky, The Aviation Herald, created Thursday, Jul 2nd 2009 13:11Z, last updated Thursday, Jul 2nd 2009 14:27Z
The BEA has concluded their press conference introducing the results of their investigation and their preliminary report so far. The key sentences have been (according to simultaneous English translation by BEA):
– No technical problems with the airplane before the takeoff.
– The airplane did NOT break up in flight.
– The 24 ACARS messages refer to the loss of airspeed (pitot tubes)
– The airplane also lost information about the direction the airplane was going to.
– The airplane hit the ocean in a flat attitude at high vertical speed.
– Weather was a classic ITZ scenario.
Nothing had been found before June 6th, then the first bodies and parts have been found. Parts from the nose to the tail of the airplane have been found including parts of the structural body of the airplane, one part of the engine and parts of the main cabin have been recovered. No clothes have been found, recovered life vests were not inflated. 51 bodies were recovered.
One of the cockpit walls has been found deformed. A large part of the crew rest room has been found, impact marks indicating that something came from the bottom up to the top. The debris recovered so far suggests, that the airplane did not break up in flight, but went down vertically.
Three other flights (IB-6024 [A343, Rio De Janeiro GIG-Madrid MAD 12 minutes behind AF-447], LH-507 [B744, Sao Paulo GRU-Frankfurt FRA] 20 minutes behind AF-447, AF-459 [A332, Sao Paulo GRU-Paris CDG 37 minutes behind AF-447]) tracked the route ORARO to TASIL between FL350 and FL370 around the time of the crash. They all had to avoid storm cells and diverted from the airway between 11 and 80nm. They experienced moderate turbulence. All three flights had problems to establish communication with Dakar. There were no satellite phone conversations from those crews.
The weather in the Intertropical Convergence Zone was a classic scenario with storm cells.
The airplane had started the engines at 22:10Z and got airborne at 22:29Z. Last radio communication was at 01:35Z. No transfer had been completed from Rio’s control to Dakar control. An attempt by the AF-447 crew to establish contact with Dakar Control has been detected at 02:01Z (the wording to the means of communication was unclear, supposedly it was a digital data transmission via ACARS). No distress call was detected.
First alerts were sent at around 8:30 (unclear whether GMT, local Europe, local Brazil).
The BEA refuses to believe, the black boxes would not be found, however stated, that the search for the recorders will be terminated on July 10th.
The Original BEA English translation said: The airplane went down vertically, a review of French wording offers a different picture however stating, that the airplane came down in a flat attitude at high vertical speed.
The full preliminary report has not yet been published.
BEA QUESTIONS/COMMENTS: The airplane also lost information about the direction the airplane was going to (editorial note: pointing to the IRS, not just the air data part).
Nothing was said to that effect only that the messages related to (I quote) : “incoherent measured airspeed”
BEA QUESTIONS/COMMENTS:The airplane went down vertically plunging into the ocean
Completely wrong : The French words were ” l’avion a heurté la surfacec de l’eau en ligne de vol mais avec une composante verticale forte”, which can be translated as :”the airplane hit the water surface with a level attitude but with an important vertical component”
BEA QUESTIONS/COMMENTS: No clothes have been found.
No. Nothing was said about the clothes – or the bodies, to that effect – The sentence was “No lifejacket was found inflated”
BEA QUESTIONS/COMMENTS:Part of the crew rest room has been found, impact marks indicating that something came from the bottom up to the top.
Again,. as a sign of the vertical “acceleration he was mentioning, the official said that”the bucking of one of the retrieved LDMCR walls showed a force acting from the bottom up”
That’s how news are twisted when one wants the scoop, and become truth for the sweating crowds.
All the above is a complete misinterpretation of the BEA official’s statement
Published on 30/06/2009 08:46 | SR
Investigators on the trail of a mysterious water leak (English Translation)
Investigators are working on several tracks. Lightning, mentioned in the early hours of the accident by Air France, no longer holds the rope as a plane is designed to resist. The thesis of the passage of the pot black, very quickly shown the finger, has since deflated.
Investigators are also working on a track on a leak of water that would freeze, damaging the aircraft structure (see below). No doubt, the pitot probe will get a chapter all by themselves alone in the preliminary report of the BEA. Their dysfunction is confirmed, but the link with the accident has not yet been established.
A cascade of defects and malfunctions
Water permeates the structure
Thursday 2 July, the Office of Investigations and Analysis (BEA), responsible for the technical investigation into the accident will make a “factual report” with an initial collection of facts. The difficulty lies in translating the time T in knowing that a plane is never as safe in flying … Except human error. Due to the lack of black boxes and always sought the sum of the assumptions above, it appears that two of them attract particular attention of BEA.
According to one informed source, the first would have shown a water leak in the toilets, undetectable by the crew at the time of takeoff. The extended cash flow would gradually permeated the composite structure of the aircraft which, in contact with the temperature of high altitude would have frozen, causing sudden breakage of the aircraft in flight. From this point of view, the experts will probably reproduce the time of the crash on the basis of thermal analysis performed on the pieces of the aircraft found in the Atlantic.
01/07/2009 – 16h28 da France Presse da Folha Online
The director general of Air France, Pierre-Henri Gourgeon, met this Wednesday in Rio with the families of the victims of Flight 447, which crashed in the Atlantic a month ago with 228 people on board.
Gourgeon attended a mass at the Church of the Immaculate Conception in the center of Rio, and met for an hour and a half with 70 families, most in Brazil. Citizens of 32 countries were on board the Airbus A-3330 which made the river route -Paris when dropped in the ocean, the night of May 31. “transmitted to them the information we have, which are few, and we answer your questions, mainly on the identification of the 51 bodies pulled from the sea, said Gourgeon.
In the fourth, the technical IML (Instituto Médico Legal) to Recife (PE) and the Federal Police reported that 35 of the 51 bodies from the Atlantic have been identified. The names were not disclosed. According to the director of the airline, among those identified are Brazilian, French, British and Germans.
Gourgeon said the first report of the Office of Research and Analysis of France (BEA, the French acronym), to be published in this Thursday (2), include “a list of all the facts already established on an airplane, crew, the history, contacts, has found the wreckage and the weather on the night of the accident.” The report is “a step significant “but” can not determine the exact causes of the accident.”
The ECJ (Court of Justice) Rio granted to the families of the federal prosecutor Carlos Eduardo Lopes de Mello and medical Bianca Machado Cotta anticipation of the indemnity for the death of the couple on the flight 447. The couple left honeymooned in Paris, the destination of the Airbus. Information is the law firm of families.
According to the Chambers of John Tancredo, who also had the authority of advance compensation to the family of the engineer Walter Carrilho Nascimento Junior, 42, the criterion used for the early repair was financial the same. Parents of newly-married victims receive the equivalent of the pension and medical treatment for psychological, according to the office.
CAROLINA FARIAS da Folha Online Atualizado às 16h05.
The ECJ (Court of Justice) Rio granted to the families of the federal prosecutorCarlos Eduardo Lopes de Mello and medical Bianca Machado Cotta anticipation of the indemnity for the death of the couple in the Air France flight 447, on the night of May 31 this year. The couple left honeymooned in Paris, the destination of the Airbus. Information is the law firm of families.
According to the Chambers of John Tancredo, who also had the authority of advance compensation to the family of the engineer Walter Carrilho Nascimento Junior, 42, the criterion used for the repair financial advance was the same. Parents of newly-married victims receive the equivalent of the pension and medical treatment for psychological, according to the office.
Bian’s mother will receive three monthly minimum wages (U.S. $ 1,395) for death pension and seven minimum wages per month (U.S. $ 3,255) for medical treatment the father of medical recebrá also seven monthly minimum wages for medical treatment. For the parents of Carlos Eduardo, the airline will be required to pay all the first day of the month U.S. $ 4000 for pension and death for each of seven minimum wages for the medical treatment for his father, mother, sister and grandmother.
On the last day 17, the Court issued the decision of Judge Magno Alves de Asuncion, the 28th Civil Vara Rio, who partially accept the request to forward the claims made by widow of Carrilho on behalf of three children and minors. Air France should deposit 30 minimum wages – R $ 13,950 – until this Tuesday (30). The office of Tancredo, around 14 hours of Wednesday, still did not say whether the company made the payment.
If the airline breaks the decision until the trial’s final action, subject to fine of $ 1,000. The company has been notified and not appealed, according to the ECJ (Court of Justice).
Honeymoon: The doctor and prosecutor were married on Saturday evening prior to the disaster, with a big party in the Yacht Club of Icaraí in Niterói. They girlfriend of three years. Bianca was a young romantic, 25, who performed a marriage “of the fairy tales” for about 300 guests, according to relatives. Carlos Eduardo served for the Federal Prosecutor with the CVM (Commission of Securities). The AGU (Advocacia General Union), he has competition for the job in 1997 and has served as federal prosecutor and head of sub-prosecutor with the Attorney CVM.
01/07/2009 – 11h59 da Folha Online
One month after the accident with the Air France Airbus which made the flight 447, a task-force composed of experts from IML (Instituto Médico Legal) and Federal Police informed this Wednesday that 35 of the 51 bodies were removed from the Atlantic Ocean identified. The plane crashed in the ocean on May 31, with 228 people on board.
Until last Monday (29) had identified 14 of the 51 bodies. Second note issued by the Secretary of Social Defense of Pernambuco, experts from the Federal Police and the Legal Medical Institute of Pernambuco, with the support of odontolegistas of Paraíba and the auxiliary coroner of Ceará, say that among those identified are four Brazilians and 17 foreigners. Of Brazil, are two men and two women and foreigners, are six males and 11 females. They have not disclosed the names of families as requested, according to the note. The Secretary of Social Defense of Pernambuco indicated that the identifications were made through the analysis of fingerprints, the dental arch and also through DNA tests. The families Brazil have already been informed and the embassies of the foreign identified.
Radio Chatter/ MSG BOARDS / DISCUSSIONS
You never know what you may hear on the radio! Below are the most recent on-line aviation chatter and message board discussions. Please understand the below are only chatter/discussions among aviation professionals world-wide and should not be considered fact until all official information is released by Bureau d’Enquêtes et d’Disinformation (BEA).
This is the final part of the sleuthing work we did.
It’s about how these ACARS messages could have been translated into the flight-deck environment and the piloting issues that we could see.
Once again, I tried to keep as factual as possible except in two cases where there is some uncertainty as to the meaning of a message.
I also refrained from speculating as to the check-lists they could have performed, except the “unreliable airspeed” QRH procedure.
THE COCKPIT ENVIRONMENT
AUTO FLIGHT AP OFF : Red Master Warning light / Cavalry Charge
REAC W/S DET FAULT : Red Flag on PFDs
F/CTL ALTN LAW : Amber Master Caution / Chime
Flags on PFDs : Red “FD” Flags on PFDs
AUTO FLIGHT ATHR OFF : Amber Master Caution / Chime *
NAV TCAS FAULT : Red Flags on PFDs / NDs
Flags on PFDs : Red “SPD LIM” Flags on PFDs
F/CTL RUD TRV LIM FAULT : Amber Master Caution / Chime
Flags on PFDs : Red “FPV” Flags on PFDs
NAV ADR DISAGREE : Amber Master Caution / Chime
ISIS SPD/MACH Flags : Red Flags on ISIS SPD /Mach
IR2 FAULT : Amber Master Caution / Chime
(With extreme caution: It was only a “Maintenance Status at 0211Z,
If an ECAM fault was announced later, it would mean the loss of HDG
And ATT for the F/Os PFD and ND.)
F/CTL PRIM1 FAULT : Amber Master Caution / Chime
F/CTL SEC1 FAULT : Amber Master Caution / Chime
As one can see from this list, there is only one red warning: The Auto-pilot disconnect.
All the rest of the ECAM or PFD/ND messages are at a lower level and present no real urgency.
On the other hand, the annunciations, both aural and visual coming at a very high rate couldn’t have helped the crew to keep or regain any SA they had.
(*) See the A/THR issue below
FLIGHT MANAGEMENT AND PILOTING SITUATION
Task attributions in an abnormal situation are generally well defined in a modern flight-deck: One flies and communicates, the other manages the systems and the check-lists..
There is some uncertainty, though, as to who the “Pilot Flying” was. With the Captain in the LH seat, either one could have been it.
During the Captain’s rest, only the most experienced co-pilot could have been PF and only from the RH seat, the second co-pilot being in charge of the systems, radio-com and navigation.
It was then up to him to keep an update of the weather at alternates, keep a sharp eye on the PETs between the alternates in an ETOPS environment, help with the radar… It’s also his job to compute at every reporting waypoint engine and speed parameters for turbulence penetration, altitude capability and possible step climb…etc…
-What piloting instruments were available ?
It looks from the messages that they, quite early in the chain of events, lost SPEED and Mach information, both on the PFDs and the ISIS, and the FPV, flight path vector.
They, of course were without Flight Directors and auto thrust. The A/THR disconnect, apart from the amber caution light would have triggered a “Thrust lock” indication on the ECAM, indicating the need to use manual throttle.
Nothing else was lost…….until the possibility after 0211Z of an IR #2 failure, causing the loss of attitude and heading indications on the RH side.
A “switching” to the IR #3 would have been needed to recover these indications on the F/O’s side.
The ISIS, also minus speed indication could have been used…but from the RHS ? Not easy and vertigo-inducing.
So, we’re left with the necessity of an “UNRELIABLE AIRSPEED INDICATION” check-list, in itself a non-event in most conditions.
In this case, they had the speed, they had the thrust.. just match the T/Ls with the present N1 and they would have been very close to the needed parameters for level flying at the same speed.
-Alternate Law handling issues.
With the “ADR DISAGREE” situation the flight control laws would have reverted to “ALTERNATE LAW 2”, with most of the envelope protections unavailable except the load factor in pitch.
-Roll Direct : there is a direct stick-to-surface relationship. All ailerons are available and spoilers 2, 3 and 6 are used for roll augmentation (until 0213Z that is, as the loss (?) of SEC1 would render spoiler #6 on both sides unavailable).But there is enough surfaces to guarantee a minimum of 20°/s roll rate if needed.
By personal experience, alternate law flying is hardly noticeable : the ailerons feel a bit heavier and slower to respond but that’s about it.