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Air France Flight 447

Coordinates: 3°30′N 30°30′W / 3.5°N 30.5°W / 3.5; -30.5
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This is an old revision of this page, as edited by 128.249.96.252 (talk) at 20:13, 30 June 2009 (→‎Memorials: removed sentence from same section unreferenced put a tag to limit memorials to significant events). The present address (URL) is a permanent link to this revision, which may differ significantly from the current revision.

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Air France Flight 447
Air France Airbus A330-200 aircraft, similar to the one used for Flight 447
Accident
Date1 June 2009 (2009-06)
SummaryUnder Investigation
SiteAtlantic Ocean[1]
3°30′N 30°30′W / 3.5°N 30.5°W / 3.5; -30.5 (approximate)
Aircraft typeAirbus A330-200
OperatorAir France
RegistrationF-GZCP
Flight originRio de Janeiro-Galeão International Airport
DestinationParis-Charles de Gaulle Airport
Passengers216
Crew12
Fatalities228
Survivors0 (predicted)

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Air France Flight 447 was a scheduled commercial flight from Rio de Janeiro, Brazil, to Paris, France, on 1 June 2009 that broke apart in flight and fell into the Atlantic Ocean with the loss of all 216 passengers and 12 crew members.[2]

The aircraft, an Air France Airbus A330-200 registered as F-GZCP, took off on 31 May 2009 at 19:03 local time (22:03 UTC). The last contact with the crew was a routine message to Brazilian air traffic controllers at 01:33 UTC, as the aircraft approached the edge of Brazilian radar surveillance over the Atlantic Ocean, en-route to Senegalese-controlled airspace off the coast of West Africa. Forty minutes later, a four-minute-long series of automatic radio messages was received from the plane, indicating numerous problems and warnings. The exact meanings of these messages are still under investigation, but the aircraft is believed to have been lost shortly after it sent the automated messages.[3]

On 6 June 2009, a search and rescue operation recovered two bodies and debris from the aircraft floating in the ocean 680 mi (1,090 km) northeast of the Fernando de Noronha islands off Brazil's northern coast. The debris included a briefcase containing an airline ticket, later confirmed to have been issued for the flight.[4] On 27 June the search for bodies and debris was called off, having recovered 51 bodies.[5]

This accident is the deadliest in the history of Air France, surpassing the crash of an Air France charter flight from Paris-Orly Airport to Atlanta on 3 June 1962, and the airline's first fatal crash since the Concorde Flight 4590 in July 2000.[6][7] Paul-Louis Arslanian, the head of the Bureau d'Enquêtes et d'Analyses pour la Sécurité de l'Aviation Civile (BEA, Bureau of Enquiry and Analysis for Civil Aviation Safety), described it as the worst accident in French aviation history.[8] It is the first accident in commercial service resulting in fatalities in the 16-year operating history of the Airbus A330.

Aircraft

The aircraft involved was an Airbus A330-203, with manufacturer serial number 660, and French aircraft registration F-GZCP.[9][10] F-GZCP was powered by two General Electric CF6-80E1 engines with a maximum speed of Mach 0.86 (913 km/h, 493 KT) at flight level 350 (10.7 km altitude) and a range of 12,500 km (6749 NM).[9] The first flight of the aircraft was on 25 February 2005 and at the time of the accident it had flown for 18,870 hours.[9] On 17 August 2006, F-GZCP was involved in a ground collision with Airbus A321-211 F-GTAM at Charles de Gaulle Airport, Paris. F-GTAM was substantially damaged and F-GZCP suffered minor damage.[11] F-GZCP underwent a major overhaul on 16 April 2009.[12] Between 5 May 2009 and 31 May the aircraft made 24 flights from Paris to and from 13 different destinations worldwide.[13]

Disappearance

Template:Air France Flight 447/flight path The aircraft departed from Rio de Janeiro-Galeão International Airport on 31 May 2009 at 19:03 local time (22:03 UTC), with a scheduled arrival at Paris-Charles de Gaulle Airport approximately 11 hours later.

The last verbal contact with the aircraft was at 01:33 UTC, when it was near waypoint INTOL (1°21′39″S 32°49′53″W / 1.36083°S 32.83139°W / -1.36083; -32.83139), located 565 km (351 mi) off Brazil's north-eastern coast. The crew reported that they expected to use airway UN873 and enter Senegalese-controlled airspace at waypoint TASIL (4°0′18″N 29°59′24″W / 4.00500°N 29.99000°W / 4.00500; -29.99000) within 50 minutes, and that the aircraft was flying normally at flight level 350 (a nominal altitude of 35,000 ft (11,000 m)*) and at a speed of 467 knots (865 km/h; 537 mph).[14][15][16] The aircraft left Brazil Atlantic radar surveillance at 01:48 UTC.

Automated messages

An Air France spokesperson stated on 3 June that “the aircraft sent a series of electronic messages over a three-minute period, which represented about a minute of information. Exactly what that data means hasn't been sorted out, yet.”[17] An aviation safety expert explained a few days later that “complete failure would require 100% failure of the electrical system,” which “did not happen early in the flight, because the system was uplinking data to the maintenance facility, indicating there was some electricity on the airplane.”[18]

The messages, sent from an onboard maintenance system, Aircraft Communication Addressing and Reporting System (ACARS), were made public on 4 June 2009.[19] These transcripts indicate that between 02:10 UTC and 02:14 UTC, 5 failure reports (FLR) and 19 warnings (WRN) were transmitted.[20] The messages resulted from equipment failure data, captured by a built-in system for testing and reporting, and cockpit warnings also posted to ACARS.[21] The failures and warnings in the 5 minutes of transmission concerned navigation auto-flight, flight controls, and cabin air-handling (codes beginning with 34, 22 , 37 and 21, respectively).[22]

Among the ACARS transmissions in the first minute is one message that indicates a fault in the pitot-static system (code 34111506).[19][22] Sources close to the investigation have confirmed that “the first automated system-failure message in a string of radio alerts from the crashed jet explicitly indicated that the airspeed sensors were faulty”.[23] The twelve warning messages with the same time code indicate that the autopilot and auto-thrust system had disengaged, that the TCAS was in fault mode, and flight mode went from 'normal law' to 'alternate law'.[24][25] According to a 17 June BEA press release, a last known location was given within the 02:10 UTC ACARS.[26] Coordinates of this position are not published, but it is known to be about 130 km (70 nm) from waypoint TASIL, close to the original search area indicated at 2°59′N 30°35′W / 2.98°N 30.59°W / 2.98; -30.59.[27]

The remainder of the messages occurred from 02:11 UTC to 02:14 UTC, containing a fault message for an Air Data Inertial Reference Unit (ADIRU) and the Integrated Standby Instrument System (ISIS).[25][28] At 02:12 UTC, a warning message NAV ADR DISAGREE indicated that there was a disagreement between the independent air data systems. At 02:13 UTC, a fault message for the flight management guidance and envelope computer was sent.[29] One of the two final messages transmitted at 02:14 UTC was a warning referring to the air data reference system, the other ADVISORY (Code 213100206) was a "cabin vertical speed warning".[30][31][32]

Weather conditions

A meteorological analysis of the area surrounding the flight path showed a mesoscale convective system extending to an altitude of around 50,000 feet (15 km; 9.5 mi) above the Atlantic Ocean before Flight 447 disappeared.[33] From satellite images taken near the time of the incident, it appears that the aircraft encountered a severe thunderstorm, likely containing severe turbulence.[34]

Detailed analysis of the weather conditions for the flight shows it is possible that the aircraft's final 12 minutes could have been spent "flying through significant turbulence and thunderstorm activity for about 75 mi (121 km)", and may have been subjected to rime icing, and possibly clear ice or graupel.[33] Satellite imagery loops from the CIMSS clarify that the flight was coping with a series of storms, not just one.[35]

Commercial air transport crews routinely encounter this type of storm in this area. Generally, when storms of this type are encountered at night, pilots use onboard radar to navigate around them.[36]

In this instance, shortly after the last verbal contact was made with Air Traffic Control about 350 mi (560 km) north-east of Natal, Brazil (station identifier SBNT), the aircraft likely traversed an area of intense deep convection which had formed within a broad band of thunderstorms along the Intertropical Convergence Zone (ITCZ).[37] Turbulence in the vicinity of these rapidly-developing storms may have contributed to the accident.[33][35][38][39] According to news sources, 12 other flights shared more or less the same route that Flight 447 was using at the time of the accident.[40][41]

Search and recovery

Initial search and reports

Colonel Jorge Amaral, deputy head of the Aeronautical Communications Center of the Brazilian Air Force, discussing the search for the aircraft.

Brazilian air traffic controllers contacted air traffic control in Dakar at 02:20 UTC, when they noticed that the plane had not made the required radio call signaling its crossing into Senegalese airspace.[14] The Brazilian Air Force then began a search and rescue operation from the Brazilian archipelago of Fernando de Noronha,[14] and at 19:00 UTC on 1 June, Spain sent a CASA 235 maritime patrol plane in search and rescue operations near Cape Verde.[42] French reconnaissance planes were also dispatched, including one Breguet Atlantic from Dakar,[43] and the French requested satellite equipment from the United States to help find the plane.[44] Brazilian Air Force spokesperson Colonel Henry Munhoz told Brazilian TV that radar on Cape Verde failed to pick up the aircraft over the Atlantic Ocean.[14]

Early on, officials with Air France and the French government presumed that the plane had been lost with no survivors. An Air France spokesperson told L'Express that there was "no hope for survivors,"[45][46][47] and French President Nicolas Sarkozy told relatives of the passengers that there was only a minimal chance that anyone survived.[44]

Late on 1 June, the deputy chief of the Brazilian Aeronautical Communications Center, Jorge Amaral, confirmed that 30 minutes after the Air France Airbus had emitted the automatic report, a commercial pilot had reported the sighting of "orange dots" in the middle of the Atlantic, which could indicate the glow of wreckage on fire.[48][49] This sighting was reported by a TAM Airlines crew flying from Europe to Brazil, at approximately 1300 km (700 miles) from Fernando de Noronha.[48][49] Another similar sighting of "something flashing brightly over the ocean then taking a descending vertical trajectory" was reported by the Spanish pilot of Air Comet Flight 974[50] flying from Lima to Madrid. The Brazilian newspaper O Globo reported that wreckage debris was discovered off the Senegalese coast, but that its origin was still uncertain.[51] EarthTimes and news.com.au reported that the crew of the French freighter Douce France spotted debris floating on the ocean in the area earlier indicated by the TAM crew.[52][53]

Aerial search, ships dispatched

File:Busca voo Air France 447 1.jpg
The crew of a Brazilian Air Force C-130 Hercules searches for wreckage from the Airbus A330 of Air France Flight 447, while flying at low level 650 km (350 miles) north of Fernando de Noronha islands.
(3 June 2009)

At 15:20 (UTC) on 2 June, the Brazilian Air Force, using an Embraer R-99A Erieye, found wreckage and signs of oil, possibly jet fuel, strewn along a 5 km (3 mi) band 650 km (400 mi) north-east of Fernando de Noronha Island, near Saint Peter and Paul Rocks. Spotted wreckage included a plane seat, an orange buoy, a barrel, "white pieces and electrical conductors".[54] Later that day, after meeting with relatives of the Brazilians on the aircraft, Brazilian Defence Minister Nelson Jobim announced that the Air Force believed the wreckage was from Flight 447.[55][56] Brazilian vice-president José Alencar (acting as president since Luiz Inácio Lula da Silva was out of the country) declared three days of official mourning.[57][58]

On 2 June, two French Navy vessels, Foudre and Ventôse, were en route to the suspected crash site. Also among the ships sent to the site was the French research vessel Pourquoi Pas?, equipped with two mini-submarines that can descend to 6,000 m (20,000 ft)[59] – the area of the Atlantic in which the plane went down may be as deep as 4,700 m (15,400 ft).[60] A United States Navy Lockheed Martin P-3 Orion anti-submarine warfare and maritime patrol aircraft was also deployed in the search due to its low altitude endurance, patrol capability, search and rescue sonobuoys and magnetic anomaly detector (MAD) sensor suite.[61]

On 3 June, the first Brazilian Navy ship, the patrol boat Grajaú, reached the area in which the first debris was spotted. The Brazilian Navy has sent a total of five ships to the debris site; the frigate Constituição and the corvette Caboclo were scheduled to reach the area on 4 June, the frigate Bosísio on 6 June and the replenishment oiler Almirante Gastão Motta on 7 June.[62][63]

On 5 June, French defence minister Hervé Morin announced that the nuclear submarine Émeraude was being sent to the area, to assist in the search for the missing flight recorders which might be located at great depth.[64] The submarine will use its sonar to listen for the ultra-sonic signal emitted by the black boxes.[65] On 10 June, the Émeraude reached the crash zone of Air France Flight 447 with plans to trawl 13 sq mi (34 km2) a day, listening for the "pingers". The Émeraude will work with the mini-sub Nautile, which can descend to the ocean floor and was a key part of the search for the RMS Titanic. The French submarines will be aided by two U.S. underwater audio devices, capable of picking up signals even at a depth of 20,000 ft (6,100 m).[66]

Colour bathymetry relief map of the part of Atlantic Ocean into which Air France Flight 447 crashed. Image shows two different data sets with different resolution.[Note 1]

Conflicting early debris reports

On 4 June, the Brazilian Air Force claimed they had recovered the first debris from the Air France crash site, 340 miles (550 km) northeast of the Fernando de Noronha archipelago.[67]

On 5 June, around 13:00 UTC, Brazilian officials announced that they had not, in fact, recovered anything from Flight 447, as the oil slick and debris field found on 2 June could not have come from the plane.[68] Ramon Borges Cardoso, director of the Air Space Control Department, said that the fuel slicks were not caused by aviation fuel but were believed to have been from a passing ship.[69] Even so, a Brazilian Air Force official maintained that some of the material that had been spotted (but not picked up) was in fact from Flight 447. Poor visibility, however, had prevented search teams from re-locating the material.[70]

Bodies, debris recovered

On 6 June, five days after Flight 447 first disappeared, it was reported that the Brazilian Air Force had located both "bodies and debris" from the missing aircraft, after they had been spotted by a special search radar-equipped aircraft.[71] The bodies and objects were reportedly found at 08:14 Brasilia time (11:14 UTC), and experts on human remains were sent to investigate. Brazilian Air Force Colonel Jorge Amaral stated that "We confirm the recovery from the water of debris and bodies from the Air France plane. Air France boarding passes for Flight 447 were also found. We can't give more information without confirming what we have."[72] Later it was confirmed that two male bodies were found along with a seat, a nylon backpack containing a computer and vaccination card and a leather briefcase containing a boarding pass for the Air France flight.[73][74][75]

File:Air France Flight 447 Empennage removal 2.jpg
Recovery of Flight 447's vertical-stabilizer and rudder assembly by the Brazilian military.

Authorities also corrected the misunderstanding about earlier debris findings: except for the wooden pallet, the debris did come from Flight 447, but rescue aircraft and ships had made the search for possible survivors and bodies a priority, delaying the verification of the origins of the other recovered debris.[76] On 8 June search crews found and eventually recovered the Airbus's vertical stabilizer.[77]

As of 17 June 2009 a total of 50 bodies had been recovered in two distinct groups more than 50 miles (80 km) apart.[78][79] Of the 50, 49 of these have been transported to shore[79][80] (first by the frigates Constituição and Bosísio to the islands of Fernando de Noronha and thereafter by plane to Recife for identification).[80][81][82][83] Another body was recovered on 16 June 2009 and is currently being transferred to shore.[79] On 17 June 2009 it was also reported that more than 400 pieces of debris from the plane had been recovered.[84] On 23 June 2009 officials had identified 11 of the 50 bodies recovered from the crash site off the coast of Brazil, by using dental records and fingerprints. Of those identified ten were Brazilian, although no names have been released.[85] It was confirmed on 25 June that the bodies of the pilot, Marc Dubois and a flight attendant had been retrieved and identified.[86] On 26 June the Brazilian Military announced it had ended the search for bodies and debris, having recovered 51 bodies with the help of French vessels and French, Spanish and US aircraft. However, the search for the flight data recorders continues.[5]

Investigation

East-west cross-section of Atlantic Ocean portion in which Air France Flight 447 crashed, showing depth of the sea floor. The vertical scale is greatly exaggerated for contrast purposes.

The cause of the crash is unknown. France's Bureau d'Enquêtes et d'Analyses pour la Sécurité de l'Aviation Civile (BEA) is in charge of the official investigation.[87] The BEA released a press release on 5 June, that stated: [88]

A large quantity of more or less accurate information and attempts at explanations concerning the accident are currently being circulated. The BEA reminds those concerned that in such circumstances, it is advisable to avoid all hasty interpretations and speculation on the basis of partial or non-validated information.

At this stage of the investigation, the only established facts are:

  • the presence near the airplane’s planned route over the Atlantic of significant convective cells typical of the equatorial regions;
  • based on the analysis of the automatic messages broadcast by the plane, there are inconsistencies between the various speeds measured.
— BEA[89]

The main task currently occupying the investigators is recovering parts of the aircraft, primarily the flight recorders. BEA chief Paul-Louis Arslanian said that he is not optimistic about finding them since they may be under as much as 3,000 m (9,800 ft) of water and the terrain under this portion of the ocean is very rugged.[90] Investigators are hoping to find the aircraft's tail, since the black box is located there.[91] Although France has never recovered a black box from similar depths,[90] there is precedent for such an operation: in 1988, an independent contractor was able to recover the cockpit voice recorder of South African Airways Flight 295 from a depth of 4,900 m (16,100 ft) in a search area of between 80 and 250 square nautical miles (270 and 860 km2).[92][93] The black box contains a water-activated acoustic "pinger", which should remain active for 30 days, allowing search for the location of the signal origin.[94]

Airspeed inconsistency

Prior to the disappearance of the aircraft, the automatic reporting system, ACARS, sent messages indicating disagreement in the indicated air speed (IAS) readings. A spokesperson for Airbus claimed that "the air speed of the aircraft was unclear" to the pilots.[64] Paul-Louis Arslanian, of France's air accident investigation agency, confirmed that F-GZCP previously had problems calculating its speed as did other A330 aircraft stating "We have seen a certain number of these types of faults on the A330 ... There is a programme of replacement, of improvement".[95] The problems primarily occurred on the Airbus A320, but, awaiting a recommendation from Airbus, Air France delayed installing new pitots on A330/A340 yet increased inspection frequencies.[96]

There have been several cases where inaccurate airspeed information led to flight incidents on the A330. Two of those incidents specifically involved pitot probes, one of the types of sensor used to measure airspeed.[97][Note 2] In the first incident, an Air France A340-300 (F-GLZL), en route from Japan to France, experienced an event at 31,000 feet (9,400 m) in which the airspeed was incorrectly reported and the autopilot automatically disengaged. Bad weather together with obstructed drainage holes in all three pitot tubes were subsequently found to be the cause.[98] In the second incident, an Air France A340-300 (F-GLZN) en-route to New York encountered turbulence followed by the autoflight systems going offline, warnings over the accuracy of the reported airspeed and two minutes of stall alerts.[98]

On 6 June 2009, Arslanian said that Air France had not replaced pitot probes as Airbus recommended on F-GZCP, saying that "it does not mean that without replacing the probes that the A330 was dangerous."[96] Air France issued a further clarification of the situation:

"1) Malfunctions in the pitot probes on the A320 led the manufacturer to issue a recommendation in September 2007 to change the probes. This recommendation also applies to long-haul aircraft using the same probes and on which a very few incidents of a similar nature had occurred."

Since it was not an airworthiness directive (AD), the guidelines allow the operator to apply the recommendations at its discretion. However, Air France implemented the change on its A320 fleet where the incidents of water ingress were observed.

"2) Starting in May 2008 Air France experienced incidents involving a loss of airspeed data in flight (see two incidents above) in cruise phase on A340s and A330s. These incidents were analysed with Airbus as resulting from pitot probe icing for a few minutes, after which the phenomenon disappeared."

After discussing these with the manufacturer, Air France sought a means of reducing these incidents, and Airbus indicated that the new pitot probe designed for the A320 was not designed to prevent cruise level ice-over. However, in 2009 tests suggested that the new probe could improve its reliability, prompting Air France to initiate and accelerate the replacement program,[99] however not before F-GZCP underwent its major overhaul on April 16.[100] On 4 June, Airbus issued an Accident Information Telex to operators of all Airbus models reminding pilots of the recommended Abnormal and Emergency Procedures to be taken in the case of unreliable airspeed indication.[101] By 17 June 2009, Air France has replaced all Pitot tubes on its A330 type aircraft.[84]

French Transport Minister, Dominique Bussreau, said "Obviously the pilots [of Flight 447] did not have the right speed showing, which can lead to two bad consequences for the life of the aircraft: under-speed, which can lead to a stall, and over-speed, which can lead to the aircraft breaking up because it is approaching the speed of sound and the structure of the plane is not made for resisting such speeds".[102] On 11 June 2009, a spokesman from the BEA reminded that there was no conclusive evidence at the moment linking Pitot malfunction to the AF447 crash, and this was reiterated on 17 June 2009 by the BEA chief, Paul-Louis Arslanian.[84][103][104]

The incident which befell Flight 447 has some parallels with incidents involving A330 aircraft flown by other carriers.[105][106][107][108] Three similar reports are on file at the Australian Transport Safety Bureau (ATSB), with two incidents relating to Airbus A330 with the flight computer problems, plus one which involved a Boeing 777.[Note 3][109] In the October 2008 incident, this fault caused injuries to passengers and damage to the aircraft on Qantas Flight 72, en route from Singapore to Perth, Western Australia, which was forced into a dive by a malfunctioning ADIRU. These incidents often started with the autopilot disengaging and sending ADIRU failure messages. Incorrect speed indications were also observed.[109] The type of airframe and model of ADIRU involved in the Qantas Flight 72 incident were also previously involved in another incident on Qantas Flight 68, 2006.[98] A memo leaked from Airbus suggests that there was no evidence of ADIRU malfunction on Flight 447 similar to the failure in the Qantas incidents.[110] However, the Qantas aircraft were equipped with ADIRUs manufactured by Northrop Grumman, while Flight 447 was equipped with an ADIRU manufactured by Honeywell.[106]

Passengers and crew

The aircraft was carrying 216 passengers and 12 crew members in two cabins of service.[111][112] Three pilots were among the crew. Among the 216 passengers were one infant, seven children, 82 women, and 126 men.[14] 58-year-old flight captain Marc Dubois, who joined Air France in 1988, had approximately 11,000 flight hours, with 1,700 hours on an Airbus A330. The two co-pilots, 37-year-old David Robert and 32-year-old Pierre-Cedric Bonin, had over 9,000 flight hours between them. Of the twelve crew members, ten were French, one was Brazilian and one was Argentinian.[113][114][115]

According to an official list made public by Air France, most of the passengers were French, Brazilian, and German citizens.[116][117] In addition to this, there were some passengers on this flight who may have held multiple citizenship.[Note 4] Brazilian federal police were said to be examining security video of the passengers boarding to help establish their identities.[66]

On 20 June, Air France announced that the company would pay each victim's family roughly €17,500 ($24,500 United States dollars) in initial compensation.[118]

A list containing the nationalities of the passengers onboard was released by Air France on 1 June 2009.[119] A partial list containing 75 named crew and passengers on board the plane was released on 3 June 2009.[120]. The complete list is as follows:

Notable passengers

Memorials

On 3 June 2009, an interfaith ecumenical memorial service for family and friends of the victims, organised by Air France, was held at the Cathedral of Notre Dame de Paris.[140][141][142] Roman Catholic, Protestant, Muslim, Orthodox Christian, and Jewish clergy attended the service. Among them were Roman Catholic Archbishop of Paris, André Vingt-Trois; Grand Rabbi and Jewish Chaplain of Air Personnel, Haïm Korsia; President French Council of the Muslim Faith president, Mohammed Moussaoui; and Protestant Federation of France president, Claude Baty. French President Nicolas Sarkozy and his wife Carla Bruni, Prime Minister François Fillon, and former President Jacques Chirac joined the ceremony. Uniformed Air France crew members also attended.[140] The service concluded with a reading of the poem "Footprints in the Sand" (Portuguese: "Passos sobre a areia"), attributed on the Air France website to the Brazilian poet Adhemar de Barros. Members of the press were forbidden from attending the ceremony. An audio feed was broadcast to the square outside of the cathedral.[143] Pope Benedict XVI offered his sincere condolences and an apostolic blessing to the victims' families and loved ones in a message sent to the French Apostolic Nunciature via telegram by the Cardinal Secretary of State, Cardinal Tarcisio Bertone;[144] the message was read at the service.

A mass was held in memory of the victims at Candelária Church in the center of Rio de Janeiro on 4 June. More than 500 people were reported to have attended.[145] On Saturday 6 June, Bishop Riocreux of the Diocese of Pontoise held a ceremony at Roissy-en-France Church; four diocese members were on the flight. On Sunday 7 June an international ceremony for the crash victims occurred at Notre Dame de Paris. On Monday 8 June Bishop James of the Diocese of Beauvais, Noyon and Senlis conducted a ceremony at the Senlis Cathedral; three town councilors of Ermenonville, which is a part of the diocese, were on the flight. A further memorial service for the victims was conducted during the 100th Paris Air Show in Le Bourget on Sunday 21 June.[146][147]

On 13 June 2009, a memorial service was held in the Johanneskirche in Düsseldorf, Germany for the Germans who perished. "33 Kerzen mit 33 Vornamen" (33 candles with 33 forenames) were lit; one for each of the 28 Germans that died, plus 5 for those who had German family members. Along with 115 surviving dependents, the federal minister of transport Wolfgang Tiefensee and French ambassador Bernard de Montferrand attended. A "Treffen der Vermissenden" (Gathering of the grieving) was held afterwards for a question and answer session with representatives of the Federal Agency for civil protection and Air France.[148]

See also

Notes

  1. ^ The areas showing detailed bathymetry were mapped using multibeam bathymetry sonar. The areas showing very generalised bathymetry were mapped using high-density satellite altimetry.
  2. ^ For an explanation of how airspeed is measured, see Air Data Reference
  3. ^ Malaysia Airlines 9M-MRG, 1 August 2005, Boeing 777-200; Qantas Flight 68 on 12 September 2006, Airbus A330-300; Qantas Flight 72 7 October 2008, Airbus A330-300; Qantas Flight 71 27 December 2008, Airbus A330-300
  4. ^ Numbers in parentheses indicate reports that contradict the official Air France manifest and can probably be attributed to a passenger being a national of more than one country.

References

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  5. ^ a b "Brazil ends search for Air France bodies". Sydney Morning Herald. 2009-06-27. Brazil's military said it had ended its search for more bodies and debris...The operation, which also had the help of French vessels and French, Spanish and US aircraft, recovered 51 bodies of the 228 people who were on board...air force spokesman Lieutenant Colonel Henry Munoz told reporters in Recife late Friday. {{cite news}}: Unknown parameter |accessdata= ignored (help)
  6. ^ "Plane Crash Info". 2009-06-01. Retrieved 2009-06-02.
  7. ^ "Search intensifies for vanished Air France flight". MSN News. Agence France-Presse. 2009-06-02. Retrieved 2009-06-02.
  8. ^ More debris found from Air France plane crash." CNN. 3 June 2009. Retrieved on 3 June 2009.
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  10. ^ French registration data for F-GZCP
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  15. ^ "Brazilian ministry details last track of missing Air France A330".
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  17. ^ "Concerns over recovering AF447 recorders". Aviation Week. Aviation Week. 3 June 2009. Retrieved 7 June 2009.
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  20. ^ "France 2" (video) (in French).
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  22. ^ a b "Joint aircraft system/component code table and definitions" (PDF). Federal Aviation Administration, USA. Retrieved 6 June 2009.
  23. ^ "Air France Captain Dubois Let Down by 1-Pound Part, Pilots Say". Bloomberg.com. Bloomberg. 11 June 2009. Retrieved 11 June 2009.
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