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The “Final Report” of the French BEA, who undertook the investigation of the Air France 447 crash into the Atlantic on 1 June 2009, comes to some very important and frankly frightening conclusions.  It is clear that what happened was a deadly combination of crew under training and several serious mechanical and design failures.  Some of these can be traced directly to U.S. companies who supplied components for the Airbus.

  In retrospect, the sequence of events is now pretty clear.  And even more clearly is that none of this needed to have happened.   Trouble started when the flight crew elected to continue on its initial course directly across and over the Atlantic, Brazil to Dakar, which would take it into an area of weather where icing could be expected.  The sensors on the aircraft then either did not pick up the fact of the icing, which, if severe enough, can disrupt the lift capability of the wings, but here apparently caused erroneous readings to be fed into the autopilot system by partial blocked pitot tubes,

  As a result of this, the autopilot got conflicting information, one source saying it was going to fast and needed to slow down, the other just the reverse.  In a situation such as this, the autopilot is supposed to disconnect itself, so that the fight crew can immediately take over and “hand tool” (fly manually) and act quickly to diagnose and deal with the situation.  They did not.  The captain, the senior pilot, was not at the controls, and the two junior officers did not respond correctly.  One read the aircraft as going too fast, which if continued, could itself be catastrophic.  The window of speed though which a swept wind modern jet aircraft must fly at high altitudes is really very narrow; too fast and there can be structural damage; too slow and the plane can stall.  (“Stall” here is in the aerodynamic sense, not referring to the engine power; that is. the wings cease to provide lift.)

  In the AF447 case, the pilot at the controls lifted the nose up, thinking he had to slow down the speed.  As it turns out, this is the worst possible thing that could have been done.  At that altitude, the swept wing 500mph plus jet will stall very quickly if what is called the angle of attack, that is the flow of air over and under the wing, is raised even bit too much.  The only way out is to drastically lower the nose and try to increase flying speed, but once the stall is incurred, it may not be possible to recover there from, especially in a high performance jet.  That is what happened here; the machine just keep sinking toward the water, but apparently never did roll over.

  A true tragedy.  There was litigation initiated in the United States against the US component manufacturers as well as AirBus.   In all but two cases, involving Americans, Air France could not be sued in the U.S. because of jurisdictional restrictions in the governing Aviation Convention.  However, a federal court in San Francisco dismissed all of the cases  in favor of a transfer to the French courts.