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the water.
This high rate of compression can be seen all over the aircraft and symmetrically
on the right- and left-hand sides.
High levels of loading would be required to cause the damage observed forward
of the vertical stabiliser (compression failure of the forward attachment).
These observations are not compatible with a separation of the aft part of the
fuselage in flight.
F-GZCP - 1st June 2009
32
The damage found at the root of the vertical stabiliser was more or less
symmetrical, as were the deformations due to the high rate of compression
observed on the various parts of the aircraft. This left-right symmetry means
that the aircraft had low bank and little sideslip on impact.
The deformations of the fuselage frames at the root of the vertical stabiliser
were not consistent with an aircraft nose-down attitude at the moment of
impact.
From these observations it can be deduced that:
 The aircraft was probably intact on impact.
 The aircraft struck the surface of the water with a positive attitude, a low
bank and a high rate of descent.
 There was no depressurisation.
1.13 Medical and Pathological Information
This section is based on examination of the autopsy reports and photographs
of the victims made by the Brazilian authorities and provided to the BEA. It
should be noted that interpretation of the injuries is disrupted by the effects
of prolonged presence in water.
The autopsies performed made it possible to identify fifty persons: forty-five
passengers, four flight attendants, including an in-charge flight attendant,
and the Captain.
According to the assigned seat placements at check-in (appendix 1), the
passengers were distributed around the cabin as follows:
 Eight were seated in business class between doors 1 and 2;
 Three were seated in business class aft of door 2;
 Twelve were seated in economy forward of the over-wing exits;
 Twenty-two were seated at the rear of the airplane, between the overwing
exits and the number 3 doors.
Forty-three of the victims had fractures of the spinal column, the thorax and
the pelvis. The fractures described were located mainly at the level of the
transition vertebrae.
The compression fractures of the spinal column associated with the fractures of
the pelvis(2), observed on passengers seated throughout the cabin, are compatible
with the effect, on a seated person, of high acceleration whose component in the
axis of the spinal column is oriented upwards through the pelvis.
Note: the information from the autopsies does not make it possible to reach a conclusion
as to the location of the Captain at the time of the accident.
(2)Fractures
of the pelvis
can also be
associated with
the wearing of
a seat belt.
F-GZCP - 1st June 2009
33
1.16 Tests and Research
1.16.1 Summary of the Sea Searches
Note: This summary replaces part 1.16.1 in the 1st interim report (a summary of phases 1
and 2 is in appendix 2). It will subsequently be completed by a dedicated report that will
detail all of the various phases of the sea searches.
1.16.1.1 Difficulty of the searches
The first difficulty is the remoteness of the zone, which requires transits of the
order of two to four days from ports such as Praia (Cape Verde), Natal (Brazil)
or Dakar (Senegal).
The absence of any trace of the accident in the first days and absence of an
emergency distress message and radar data complicated the searches. The
environment is also very unfavourable since the search zones are above the
Atlantic ridge close to the equator. This implies that the underwater terrain is
rough, with great variations in depth over short distances.
The proximity to the equator affects the modelling of the currents in the
estimated accident zone. The lack of available on-the-spot data and the
complex oceanic dynamic (notably due to the seasonal start of the northequatorial
counter-current during the month of June) also make it difficult to
model the marine currents. These factors contributed to making the reversedrift
calculations imprecise, added to which it was necessary to make them
over a period of five to six days, which accentuated the gaps.
1.16.1.2 The various phases in the searches
The sea search operations can be broken down into the following phases:
 surface searches;
 searches for the recorders’ underwater locator beacons (ULB);
 searches for the wreckage with additional means (sonar or ROV).
The surface operations focused on the search for possible survivors, the
search for possible transmissions from ELT beacons, then the localisation and
　
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