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Printed page 47. PDF page 52.
the aircraft. structure and the damage was such that it was impossible for the crew to regain control.of the aircraft. -- Because of the design of the mechanism as a-whole, the incomplete application of modification SB 32-37 (absence of supportOpen official document at PDF page 52French Commission of Inquiry final report: Turkish Airlines DC-10 TC-JAV, official UK-hosted English translation
Printed page label not indexed. PDF page 50.
of the floor structure must have been such that the crew were left with no means of regaining sufficient control of the aircraft. 45Open official document at PDF page 50French Commission of Inquiry final report: Turkish Airlines DC-10 TC-JAV, official UK-hosted English translation
Printed page 85. PDF page 87.
disconnected in all cases, with no intervention from the crew; In all cases, the crew regained the use of the autopilot and autothrust; In twelve cases, the flight control law changed to alternate until the endOpen official document at PDF page 87Final 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.
Safety Expectations The autopilot disconnection must lead to priority being given to regaining manual control by the PF and the PNF monitoring in order to ensure control of the aeroplane and monitoring of the flight path defined by the crew.Open 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 195. PDF page 197.
of ADS-C capabilities in Brazil and in Senegal offered controllers the potential to regain awareness of the flight. These capacities were not exploited by the crew (during transit in ATLANTICO FIR), by Brazil, or by Senegal (in experimental phase) forOpen official document at PDF page 197Final Report: Accident on 1st June 2009 to the Airbus A330-203 registered F-GZCP operated by Air France flight AF 447