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Printed page 22. PDF page 24.
slightly less than 5°. From 2 h 10 min 50, the PNF called the Captain several times. At 2 h 10 min 51, the stall warning triggered again, in a continuous manner. The thrust levers were positioned in the TO/GAOpen official document at PDF page 24Final Report: Accident on 1st June 2009 to the Airbus A330-203 registered F-GZCP operated by Air France flight AF 447
Printed page 92. PDF page 94.
event, the flight envelope of the aeroplane was as follows: Figure 65: Flight envelope At 2 h 10 min 51, when the aircraft was at about 37,500 ft and still climbing, the stall warning was triggered (see 1.16.3.2). A changeOpen official document at PDF page 94Final Report: Accident on 1st June 2009 to the Airbus A330-203 registered F-GZCP operated by Air France flight AF 447
Printed page 93. PDF page 95.
about 2 h 10 min 57 s during the accident flight. Thus, the stall warning was triggered at 2 h 10 min 51 at an angle of attack corresponding to the theoretical threshold for the measured Mach value. Two secondsOpen official document at PDF page 95Final Report: Accident on 1st June 2009 to the Airbus A330-203 registered F-GZCP operated by Air France flight AF 447
Printed page 171. PDF page 173.
min 10 for three seconds is referred to as « STALL 1 warning ». The warning triggered at 2 h 10 min 51, is referred to as « STALL 2 warning ». 2.1.2.1 Safety Expectations The autopilot disconnection must leadOpen official document at PDF page 173Final Report: Accident on 1st June 2009 to the Airbus A330-203 registered F-GZCP operated by Air France flight AF 447
Printed page 179. PDF page 181.
2.1.3.2 Exit from the flight envelope The STALL 2 warning triggered at 2 h 10 min 51 but did not elicit any response from the crew. Even though the stall warning had been sounding for 9 seconds, the aeroplane climbedOpen official document at PDF page 181Final Report: Accident on 1st June 2009 to the Airbus A330-203 registered F-GZCP operated by Air France flight AF 447