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and 18 June, 2009 and known to the BEA on 26 June, 2009, can be found in appendix 4.
1.12.2 Identification of the items recovered
The identification of the debris shows that it consists mainly of light items belonging to the
cabin fittings and holds (bulkheads, galley, ceiling or floor panels, seats, overhead baggage
bins, cabin and hold lining).
Approximately thirty pieces are external parts of the plane (vertical stabiliser, pieces of the
radome, the engine cowl, the under belly fairing, the flap actuator fairing, the trimmable
horizontal stabiliser and the secondary control surfaces).
The identified debris thus comes from all the areas of the plane.
An ELT distress beacon with manual tripping was also recovered. This had not been
actuated. Its switch was found in the “OFF” position.
1.12.3 Visual inspection
A first visual inspection brought to light the following.
The tail fin was damaged during its recovery and transport but the photographs available
made it possible to identify the damage that was not the result of the accident. The middle
and rear fasteners with the related fragments of the fuselage hoop frames were present in
the fin base. The distortions of the frames showed that they broke during a forward motion
with a slight twisting component towards the left.
Part of the radome was found, representing approximately a fifth of its circumference along
its upper part.
36
The galley, identified as G2, located at the level of door 2 on the right-hand side, was not
very distorted. Baskets and racks were compressed in the lower part of both galley carts.
The distortions observed in the metal vertical reinforcements of a toilet door showed
evidence of great compressive forces.
37
Fragments of the walls of the flight crew rest module were crumpled and those of the ceiling
were deformed downwards. The floor was curved under the effect of a strong upward
pressure from below. The connecting brackets between the floor and the walls were bent
backwards.
1.12.4 Summary of visual examination
Observations of the tail fin and on the parts from the passenger (galley, toilet door, crew rest
module) showed that the airplane had likely struck the surface of the water in a straight line,
with a high rate vertical acceleration.
1.13 Medical and Pathological Information
Sailors from the Frigate Ventôse recovered about thirty bodies. A visual examination of the
bodies showed that they were clothed and relatively well preserved. All of them were handed
over to the Brazilian Navy to be transferred to the Recife morgue.
At this stage of the investigation, the BEA has not yet had access to the autopsy data.
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1.14 Fire
Based on the elements recovered up to now, no evidence of fire or explosion has been
brought to light.
1.15 Survival Aspects
Given the current lack of information regarding the end of the flight, this chapter only deals
with the launching and organization of the search and rescue operations.
The chronology of events is based on the recordings from the ATC centres at Dakar and
Brest and the Air France OCC. At this stage of the investigation, the BEA has not yet had
access to the data from the Recife (ATLANTICO) and Sal (SAL OCEANIC) centres.
Synchronisation of the exchanges between the ATC centres is difficult and remains
uncertain. In this chapter, the times have been rounded to the nearest minute, which is the
scale of uncertainty.
The exchanges between the various control centres concerning the lack of contact with flight
AF447 are detailed in Chapter 1.9 Communications.
The following table mentions, as an indication, the forecast times of entry of flight AF447 into
the FIRs, estimated from the IFPS data, taking into account the last communication with the
ATLANTICO centre, during which the crew announced that it was passing the INTOL point at
1 h 33.
ACC AND FIR CODE TIME REPORT POINT COUNTRY
ATLANTICO (SBAO) 1 h 33 INTOL BRAZIL
OCEANIC DAKAR
(GOOO)
2 h 20 TASIL SENEGAL
OCEANIC SAL (GVSC) 3 h 43 POMAT CAPE VERDE
CANARIAS (GCCC) 4 h 37 IPERA SPAIN
CASABLANCA
(GMMM)
6 h 2 SAMAR MOROCCO
LISBOA (LPCC) 6 h 47 BAROK PORTUGAL
MADRID (LECM) 7 h 22 BABOV SPAIN
BREST (LFRR) 8 h 1 DELOG FRANCE
PARIS (LFFF) 8 h 35 NORMI FRANCE
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Representation of some of the FIRs crossed by the trajectory of flight AF447
The following timeline was made from the still fragmentary information collected at this stage,
which will be supplemented during the investigation. Any interpretation that goes beyond the
factual data mentioned could lead to an erroneous analysis.
At 4 h 11, the DAKAR controller asked flight AF459 to contact flight AF447. The crew of flight
　
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