Endless moments of panic. For three and a half minutes, Air France 447 flight from Paris to Rio de Janeiro, the bloody June 9, 2009, crashed down into the sea. Instruments aboard the pilots have seen appear two different speeds, but only one stated: the aircraft was descending at an excessive. "We have no valid claim," were the last words uttered by one of them.
Before sinking. And only now beginning to surface the truth on that first crash that killed 228 people. It has since been the focus of rumors, leaks, even a good dose of silence, since the tragedy involving public groups such as Air France, the manufacturer of the plane Airbus (Franco-German consortium).
And Thales, giant electronics manufacturer Airbus. In turn, controlled by France and 27% to 25.9% by Dassault Aviation, a company run by close friends and one of the major funders of Nicolas Sarkozy, the industrialist Serge Dassault. Final details were provided yesterday by the BEA, the French public body which investigates air crash (and technologically a world reference).
They come from the black box from the plane, recovered in early May. A full report should be published by July. Whose fault? Pilots? Airbus and company? One of the assumptions, which ran from the beginning as a persistent rumor in Paris, was that the commander was not present in the cockpit just before the crash.
In fact, on that flight was traveling his wife and he would leave the other two co-pilots on their own to leave behind in the company of a spouse, in that delicate stage of crossing an area of the Atlantic, in the grip of heavy weather, as always. In reality, Bea has indicated today that the master has come back a minute and a half after the autopilot mysteriously tripped.
At that point he made the decision (wrong) to feather on the airplane. But on-board instruments gave contradictory statements. And 'This is what must be established with certainty. And perhaps the next report will give an indication Bea final. Meanwhile, since last March 20, Air France and Airbus are under investigation for "involuntary homicide".
The decision was taken (late, but with a certain amount of courage, given the atmosphere of secrecy that has been breathed in Paris a few months ago) by examining magistrate Sylvie Zimmerman on the basis of a survey completed by five experts. They focused on pitot probes, located outside the aircraft and used to calculate its speed.
From the beginning, immediately after the accident, the probes were done in the crosshairs of aeronautical engineers. Provided to Airbus by Thales, the giant state-run untouchable Dassault and family, tied hand in glove with Sarkozy, were immediately withdrawn from the aircraft of Air France and replaced by another version.
The five experts who worked for Judge Zimmerman met with the crews of nine flights of Air France, and before that unfortunate Rio to Paris, had similar problems. The drivers in those cases had been able to get away but only with a good dose of luck. Difficulties arise when an excess of ice deposited on the probes.
"The air crews from Air France were not quite ready to face this emergency," revealed one of the pilots interviewed by the experts. Yet the system is jammed for more than 25 flights a year before the crash. The Zimmermann Airbus also has investigated "which has not provided any specific procedure in case of excess ice for the pitot probes.
Today the first revelations of Bea yes provide some truth. But more are expected. By relatives of the victims. Even with all the French. 
Before sinking. And only now beginning to surface the truth on that first crash that killed 228 people. It has since been the focus of rumors, leaks, even a good dose of silence, since the tragedy involving public groups such as Air France, the manufacturer of the plane Airbus (Franco-German consortium).
And Thales, giant electronics manufacturer Airbus. In turn, controlled by France and 27% to 25.9% by Dassault Aviation, a company run by close friends and one of the major funders of Nicolas Sarkozy, the industrialist Serge Dassault. Final details were provided yesterday by the BEA, the French public body which investigates air crash (and technologically a world reference).
They come from the black box from the plane, recovered in early May. A full report should be published by July. Whose fault? Pilots? Airbus and company? One of the assumptions, which ran from the beginning as a persistent rumor in Paris, was that the commander was not present in the cockpit just before the crash.
In fact, on that flight was traveling his wife and he would leave the other two co-pilots on their own to leave behind in the company of a spouse, in that delicate stage of crossing an area of the Atlantic, in the grip of heavy weather, as always. In reality, Bea has indicated today that the master has come back a minute and a half after the autopilot mysteriously tripped.
At that point he made the decision (wrong) to feather on the airplane. But on-board instruments gave contradictory statements. And 'This is what must be established with certainty. And perhaps the next report will give an indication Bea final. Meanwhile, since last March 20, Air France and Airbus are under investigation for "involuntary homicide".
The decision was taken (late, but with a certain amount of courage, given the atmosphere of secrecy that has been breathed in Paris a few months ago) by examining magistrate Sylvie Zimmerman on the basis of a survey completed by five experts. They focused on pitot probes, located outside the aircraft and used to calculate its speed.
From the beginning, immediately after the accident, the probes were done in the crosshairs of aeronautical engineers. Provided to Airbus by Thales, the giant state-run untouchable Dassault and family, tied hand in glove with Sarkozy, were immediately withdrawn from the aircraft of Air France and replaced by another version.
The five experts who worked for Judge Zimmerman met with the crews of nine flights of Air France, and before that unfortunate Rio to Paris, had similar problems. The drivers in those cases had been able to get away but only with a good dose of luck. Difficulties arise when an excess of ice deposited on the probes.
"The air crews from Air France were not quite ready to face this emergency," revealed one of the pilots interviewed by the experts. Yet the system is jammed for more than 25 flights a year before the crash. The Zimmermann Airbus also has investigated "which has not provided any specific procedure in case of excess ice for the pitot probes.
Today the first revelations of Bea yes provide some truth. But more are expected. By relatives of the victims. Even with all the French.
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