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such as the galleys, stowage, partitions and toilet doors. This vertical
compression is observable from the front (stowage and toilet at the level
of door 1) to the rear of the aircraft (Galley G5), and from the right- to the
left-hand sides.
Certain overhead luggage racks were found with their fuselage attachment
fittings. Besides the damage due to the vertical compression, these fittings
have deformations that are due to a forward movement of the overhead
luggage racks.
Part of Galley G3: downwards deformation at the level of the galley’s heavy parts
Front
Luggage rack fi tting deformed Toilet door (L54) metallic stiffeners
towards the front deformed by buckling
F-GZCP - 1st June 2009
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 The lifejackets that were found were all in their packaging.
Lifejacket found in its packaging
 Three Cabin Crew seats were recovered. The two seats located on
the partition at the level of left-hand door 1 (photos below) were not
deformed; which was also the case for the corresponding seat belt
fasteners and attachments. The seat located at the level of right-hand
door 2 was damaged due to the deformation of the partition on which
it was attached.
Cabin crew seats located on the toilet L11 partition at the level of left-hand door 1
F-GZCP - 1st June 2009
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1.12.3.2. Cargo compartment parts
The outer parts making up the LDMCR were all found.
The wall fragments were crumpled. The reconstitution of the ceiling showed
it was bent downwards and the floor bent upwards.
These deformations were symmetrical on the left and right sides with respect
to the aircraft centreline.
Part of the crumpled aft wall
Floor of the LDMCR: Ceiling of the LDMCR:
with bottom-upwards deformation with top-downwards deformation
1.12.3.3. Examination of the passenger oxygen containers
The passenger oxygen containers were all of the same type, with two, three
or four oxygen masks depending on their position in the aircraft. Twenty-nine
containers were found in the debris.
The deformations observed on three of them showed that they were in the
closed position.
Note: The supply system for cabin oxygen is designed to trigger the simultaneous opening
of all the containers in case of depressurisation. A test was carried out on F-GZCP in July
2008 during a type C overhaul. This test showed no malfunctions.
F-GZCP - 1st June 2009
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Passenger oxygen container recovered closed: the deformations on the cover and box match
In normal operation, the oxygen is sent to the mask when the passenger
releases the system’s lock-pin by pulling on the mask.
On the less damaged containers, the pins were found in place, closing the
oxygen circuit.
Passenger oxygen container recovered open: the three pins are in place
1.12.3.4. Wing and trimmable horizontal stabiliser flight control surfaces
The following parts were found:
 left wing: part of the inboard aileron, part of the outboard flap trailing
edge, spoilers 1 and 6;
 right wing: part of the outboard flap trailing edge, parts of spoilers 2 and 6;
 flap track fairings for flaps No. 2, 3, 4 and 5 left-hand side, No. 2, 3 and 4
right-hand side;
 parts of the left- and right-hand elevators outboard side.
F-GZCP - 1st June 2009
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On the left-hand spoiler No. 1 and left-hand inboard aileron, certain fittings
attaching the moving part to the wing aft spar were still present. The failures
observed on these fittings were the result of the bottom-upwards loads
applied on the spoiler or aileron.
Front
Lower surface of left-hand spoiler No. 1 with a piece of the fi tting attaching spoiler No. 5 to
the wing aft spar: failures due to the bottom-upward loads on the spoiler
Contact marks between the fitting and the aileron
resulting from the loads exerted on the aileron
Upper surface of the left-hand inboard aileron with the fi ttings attaching it to the wing aft
spar: failure due to the bottom-upward loads applied on the aileron
F-GZCP - 1st June 2009
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On the right-hand half elevator, four of the seven fittings attaching the elevator
to the trimmable horizontal stabiliser were present. They had bottom-upwards
deformations.
Outboard half of the right-hand elevator: the four attachments that can be seen were
deformed bottom-upwards
From these observations it can be seen that the general direction of the loads
that caused these deformations is bottom-upwards.
Several parts of the flap extension mechanism fairing were found. There were
marks on two of them (positioned at the level of flap track No. 3), made by the
　
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