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Printed page 13. PDF page 13.
kt and the aeroplane's speed stabilised around 345 kt; the autopilot and autothrust remained engaged; the cockpit call signal from the cabin, known as the cabin call, from the cabin interphone, was recorded on four occasions between 9 h 35Open final report at PDF page 13Final report: Germanwings Airbus A320-211 D-AIPX
Printed page 14. PDF page 14.
the flight crew of GWI18G at autopilot, which 9 h 39 min 54, without any answer. thus remained engaged. These At 9 h 40 min 41 (point ), the ``Terrain, Terrain, Pull Up, Pull Up'' aural warning from actions consequentlyOpen final report at PDF page 14Final report: Germanwings Airbus A320-211 D-AIPX
Printed page 96. PDF page 96.
before the impact, not enough to disengage the autopilot; the autopilot and autothrust remained engaged until the end of the CVR and FDR recordings; the sound of breathing was recorded on the CVR until a few seconds before the endOpen final report at PDF page 96Final report: Germanwings Airbus A320-211 D-AIPX
Printed page 86. PDF page 88.
to the activation of the thrust lock function. In five of these cases, this function remained engaged for more than one minute; In one case, the crew had disconnected the autothrust and commanded the thrust corresponding to theOpen official document at PDF page 88Final Report: Accident on 1st June 2009 to the Airbus A330-203 registered F-GZCP operated by Air France flight AF 447
Printed page 87. PDF page 89.
disconnected before the anomalies began in one case. In the other cases, either the autothrust remained engaged, or the thrust lock function remained active for several dozen seconds before the manual adjustment of the thrust. Reactions of the crews ThisOpen official document at PDF page 89Final Report: Accident on 1st June 2009 to the Airbus A330-203 registered F-GZCP operated by Air France flight AF 447