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possible to complete the paragraphs of the first report published on 2 July
2009 and to introduce new paragraphs.
This second interim report presents the first safety recommendations.
At this stage, in the absence of any data from the flight recorders, the main
parts of the airplane and any witness testimony on the flight, the precise
circumstances of the accident, and therefore its causes, have still not been
determined. The investigative work is continuing with this objective.
The working group responsible for the sea searches is preparing the third
phase aimed at localising the wreckage and recovering the flight recorders.
This group is made up of the American, Russian, German, Brazilian and British
investigation organisations and the Secrétariat Général de la Mer, and benefits
from the participation of experts from Airbus, Air France and the US Navy. Two
plenary meetings were held, the first on 12 and 13 October and the second on
10 November 2009. A third meeting is planned for the 15 December 2009, with
the objective of putting in place the means required to begin the campaign
in February 2010.

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11
COMPLETED PARAGRAPHS
(the paragraph numbers correspond to those in the Interim Report
issued on 2 July 2009 and the titles of some sections have been changed)
1.11 Flight Recorders
According to the information supplied by Air France, the airplane was equipped
with two flight recorders, in accordance with the regulations in force:
Flight Data Recorder (FDR)
 Manufacturer: Honeywell
 Model: 4700
 Type number: 980-4700-042
 Serial number: 11469
This Solid State Flight Data Recorder (SSFDR) has a recording capacity of at
least twenty-five hours. The decoding document, supplied with this airplane,
has around 1,300 parameters.
Cockpit Voice Recorder (CVR)
 Manufacturer: Honeywell
 Model: 6022
 Type number: 980-6022-001
 Serial number: 12768
This Solid State Cockpit Voice Recorder (SSCVR) has a recording capacity of at
least two hours in standard quality and thirty minutes in high quality.
Both recorders were equipped with the regulation Underwater Locator
Beacons (ULB) whose transmission duration is at least 30 days, on the 37.5 kHz
frequency.
Note: the manufacturer of the beacons stated that the duration of transmission was of
the order of forty days.
1.12 Wreckage and Impact Information
1.12.1 Debris identification
All the pieces of debris were found by the French and Brazilian Navies. They
were detailed in a database that includes about 1,000 references concerning
the aircraft parts.
Almost all of the aircraft debris was identified and classified by type: cabin,
cargo compartment, wing, belly fairing, LDMCR (Lower Deck Mobile Crew
Rest). This information completed the position, date and recovery time data
that had been referenced previously.
Most of the parts found were low-density honeycomb or composite
material parts.
F-GZCP - 1st June 2009
12
They were identified:
 either directly with the Part Number when this was identifiable;
 or indirectly by analysing the shapes, materials, coating colours and
manufacturer’s documentation when the Part Number was not available.
1.12.2 Repositioning of the debris according to the aircraft layout
All of the debris was gathered in a hangar at the CEAT in Toulouse. Most of the
debris could be positioned precisely in relation to the aircraft layout.
Forward part of
the aircraft
General view of the hangar
Left aisle
Right aisle
View of the hangar: central part of the aircraft
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View of the hangar: aft part of the aircraft
This repositioning provides a distribution of the debris:
 from the forward (radome) to the aft end (vertical stabiliser) of the aircraft;
 from the left- to the right-hand side of the aircraft for the cabin or wing parts.
Vertical stabiliser, radome, flight control surfaces, engine cowling, engine
pylon, belly fairing Rudder
Vertical stabiliser
Elevator
Trimmable
Horizontal
Stabilizer
Cargo compartment parts
Airframe
Underbelly
Engine
Engine pylon
LH wing
Cabin
Radome
Position of the recovered parts (exterior and cargo)
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Position of the cabin part debris recovered in relation to the aircraft layout
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15
1.12.3 Visual Inspections
1.12.3.1. Cabin parts
 A high degree of vertical compression can be seen on the cabin parts
　
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