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Official web page.
desistiendo del despegue (posibilidad ciertamente considerada por el Comandante del KLM). 3.3. Relajación. Después de realizar la difícil tarea del giro de 180º que debió coincidir con una momentánea mejoría en la visibilidad (según se comprueba en el CVR, pocoOpen the official web pageCIAIAC Tenerife report: 1.16
Official web page.
y autorizaciones. 3.2. Usar un lenguaje aeronáutico standard, conciso e inequívoco. 3.3. No utilizar la palabra DESPEGUE (TAKE-OFF) en la autorización de ATC y separar suficientemente en el tiempo la autorización (Clearance) de ATC y de la autorización (Clearance) deOpen the official web pageCIAIAC Tenerife report: 3
Printed page 146. PDF page 148.
reality. 1.18.1.8 Crew training associated with a type certificate Current process Section 3.3.6 of ACJ 25.1309 details how the crew's action should be considered when evaluating the consequences of a failure condition. It states that training requirements must be specifiedOpen official document at PDF page 148Final 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.
possibility that the crew did not identify the stall warning cannot be ruled out. 2.1.3.3.1 PF's reactions Even if the PF's acceptance (or rejection) of a stall diagnosis was never verbalised, even though some of his actions could be consideredOpen 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
Printed page 181. PDF page 183.
thrust, nose-up inputs) and to a stall situation (application of maximum thrust). 2.1.3.3.2 PNF's actions When STALL 2 warning triggered and buffet appeared, the PNF was faced with an increasing incomprehension of the situation. The PNF's strategy was then aboveOpen official document at PDF page 183Final Report: Accident on 1st June 2009 to the Airbus A330-203 registered F-GZCP operated by Air France flight AF 447