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correct airspeed was regained and the autopilot pitched up. The descent had resulted in an 18 kt overspeed. The flight crew declared a MAYDAY, dealt successfully with a flap issue and landed safely at Schiphol Airport. The loss of powerOpen official document at PDF page 1AAIB final report: G-ONEE
Printed page label not indexed. PDF page 26.
that at the altitude of the overspeed the VMO was 365 KIAS, so the speed exceedance was 18 kt. They stated that an aircraft overspeed inspection was only required if the VMO was exceeded by 20 kt, so no inspectionOpen official document at PDF page 26AAIB final report: G-ONEE
Printed page label not indexed. PDF page 42.
returned. The commander declared a MAYDAY, but the excessive descent rate led to an 18 kt overspeed. The flight crew were able to manage the subsequent flap issues and landed safely. © Crown copyright 2026 42 All times are UTCOpen official document at PDF page 42AAIB final report: G-ONEE
Printed page 23. PDF page 25.
side became valid again at the same time as that displayed on the ISIS. It was then at 185kt and the three displayed airspeeds were consistent. The PF continued to make nose-up inputs. The aeroplane's altitude reached its maximum ofOpen official document at PDF page 25Final Report: Accident on 1st June 2009 to the Airbus A330-203 registered F-GZCP operated by Air France flight AF 447
Printed page 42. PDF page 44.
Standard altitude (ft) 35,000 ≈ 34,700 CAS (kt) 272 97 SAT (°C) -54 -31 TAS (kt) 461 182 Wind speed (kt) -30 249 During Pitot probe de-icing, the same variations occur in the opposite direction. 1.6.10 Specific points on overspeedOpen official document at PDF page 44Final Report: Accident on 1st June 2009 to the Airbus A330-203 registered F-GZCP operated by Air France flight AF 447