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recovery of bodies and floating debris. This led to the recovery of bodies and
parts of the airplane from 6 June 2009 onwards.
A variety of acoustic devices were deployed in the zone to locate the airplane’s
Underwater Locator Beacons (ULB) between 10 June and 10 July (phase 1).
These searches did not succeed in finding the beacons.
Another team worked in the zone to try to locate the wreckage with the aid of
side-scan sonar and a remotely operated vehicle (ROV) between 27 July and
17 August 2009 (phase 2). Despite these efforts, the wreckage was not located.
At the end of these two phases, an international working group was set up to
prepare the third phase of the undersea searches, planned for the beginning
of 2010.
F-GZCP - 1st June 2009
34
1.16.1.3 Preparation of phase 3 of the undersea searches
1.16.1.3.1 Organisation of the preparation of the searches
To prepare this third phase, the BEA formed an international group, to which
it associated Airbus and Air France. The group comprises the following
organisations:
 Air Accident Investigation Branch (AAIB, United Kingdom),
 Bundesstelle für Flugunfalluntersuchung (BFU, Germany),
 Centro of Investigação e Prevenção de Acidentes aeronãuticos (CENIPA,
Brazil),
 Interstate Aviation Committee (IAC/MAK, Moscow, CIS),
 National Transportation Safety Board (NTSB, USA),
 Secrétariat Général à la Mer (SG Mer, France),
 US Navy (USA).
The group called on experts from the following organisations for the
localisation work:
 Société Collecte Localisation Satellites (France),
 Ecole Normale Supérieure (France),
 Laboratoire de Physique des Océans / IFREMER (France),
 Laboratoire de Physique des Océans / CNRS (France),
 Institut de Mathématiques de Toulouse (France),
 Institute of Numerical Mathematics of the Russian Academy of Sciences (of
Russian Federation),
 Mercator Océan (France),
 Météo France (France),
 National Oceanography Centre (United Kingdom),
 Service Hydrographique et Océanographique de la Marine (France),
 Woods Hole Oceanographic Institution (USA).
1.16.1.3.2 Areas of work
The group is working on two areas in parallel:
 Defining the search zone;
 Selection of the means to conduct the searches and recover the relevant
parts of the wreckage.
Defining the search zone consists of:
 Expanding the collection of data around the last known position,
 Refining the modelling of the structures of the current in this zone around
the date of the accident,
 Estimating the drift of bodies and debris,
 Proposing a probability distribution in relation to the localisation of the
wreckage.
As regards the selection of the means to be employed, a review of equipment
that allows work to be carried out down to a depth of 6,000 metres is under
way.
F-GZCP - 1st June 2009
35
1.16.1.3.3 Provisional programme for the operations
The preparatory work must be completed in January 2010 so that the means
can be deployed in the zone from February 2010 onwards. The estimated
duration of searches is sixty days. If the wreckage is localised, a campaign of
undersea observation, cartography, raising some parts of the equipment from
the wreckage and, if need be, the recovery of any human remains will follow
the searches.

1.16.2.4 Analysis of the messages received on 1st June from 2 h 10
Note: this paragraph completes the analysis of maintenance messages transmitted by
ACARS. Only the analysis of messages that could not be explained during the drafting of
the fi rst stage report is included here.
1.16.2.4.1 Analysis of Cockpit effect messages
NAV TCAS FAULT (2 h 10)
ECAM alarm Aural
warning
Visual
warning
SD
page Local alarm
Inhibited
in phase
6
NAV TCAS FAULT - - - Flag on PFD and
ND no
Meaning:
This message indicates that the TCAS is inoperative. Without an associated
fault message, it could be the consequence of an electrical power supply
problem or of an external failure. Amongst the possible external failures, only
one is compatible with the CFR received. This is a monitoring process internal
to the TCAS which applies to the standard altitude parameter. The latter is
received from the active transponder (it can thus be the altitude elaborated
　
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