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Printed page 15. PDF page 23.
1.12 1.12.1 1.12.1.1 CAM channel was particularly noisy, probably due to the combination of the inherently noisy flight deck of the B747-100 in the climb and distortion from the incomplete erasure of the previous recordings. On two occasionsOpen official document at PDF page 23AAIB Aircraft Accident Report 2/90: Boeing 747-121 N739PA, Lockerbie
Printed page label not indexed. PDF page 33.
stringers 15/19L up as far as stringer 5L [Appendix B, Figures B-19 and B-20, region B], and probably extending further up over the crown. This panel had separated initially at its lower forward edge as a result of a pressureOpen official document at PDF page 33AAIB Aircraft Accident Report 2/90: Boeing 747-121 N739PA, Lockerbie
Printed page label not indexed. PDF page 42.
nautical mile spread of returns across track, that items had been ejected at high speed probably to both right and left of the aircraft. Each rotation of the radar head thereafter showed the number of returns increasing, with those firstOpen official document at PDF page 42AAIB Aircraft Accident Report 2/90: Boeing 747-121 N739PA, Lockerbie
Printed page 42. PDF page 50.
structure of the tailplanes. It was therefore concluded that the mode of failure was probably flutter. The finding, in the northern trail, of a slide raft wrapped around a flap track fairing suggests that at a later stage of theOpen official document at PDF page 50AAIB Aircraft Accident Report 2/90: Boeing 747-121 N739PA, Lockerbie
Printed page 44. PDF page 52.
simultaneously entered a manoeuvre involving a marked nose down and left roll attitude change, probably as a result of inputs applied to the flying control cables by movement of structure. Failure of the left window belt then occured, probably inOpen official document at PDF page 52AAIB Aircraft Accident Report 2/90: Boeing 747-121 N739PA, Lockerbie
Printed page 17. PDF page 19.
cockpit. At around 2 h 08, the crew made a course change of 12 degrees to the left, probably to avoid returns detected by the weather radar. At 2 h 10 min 05, likely following the obstruction of the PitotOpen official document at PDF page 19Final Report: Accident on 1st June 2009 to the Airbus A330-203 registered F-GZCP operated by Air France flight AF 447