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失落航班—法國航空447號班機
這是一個真實的故事 本片是根據官方報告和目擊者證詞重建的
2009年6月1日
約翰·克勒梅斯 旅客家屬
塞內加爾
巴西
里約熱內盧
The Air France Operations Control Centre (OCC, French: Centre de Contr?le des Opérations, CCO)
法航447 聯系簽派中心
錯誤：找不到收信人。
大衛·利爾芒特 環球飛行雜志編輯
Prospects of finding survivor's very low...
讓-保羅·特羅阿德克 法國民用航空安全調查局局長
Over there, thank you.
北大西洋
加勒比海
里約熱內盧
阿蘭·布亞爾 法國民用航空安全調查局 主任調查員
利奧波德·薩托里烏斯 法國民用航空安全調查局 調查員
已知最后位置
搜索區域
阿蘭·布亞爾 法國民用航空安全調查局 主任調查員
大衛·利爾芒特 環球飛行雜志編輯
讓-保羅·特羅阿德克 法國民用航空安全調查局局長
利奧波德·薩托里烏斯 法國民用航空安全調查局 調查員
約翰·克勒梅斯 旅客家屬
大衛·利爾芒特 環球飛行雜志編輯
約翰·克勒梅斯 旅客家屬
保羅·尼爾森 菲尼克斯國際控股
阿蘭·布亞爾 法國民用航空安全調查局 主任調查員
利奧波德·薩托里烏斯 法國民用航空安全調查局 調查員
讓-保羅·特羅阿德克 法國民用航空安全調查局局長
Four kilometers below the waves...
The biggest challenge was the depth.
...at the bottom of the Atlantic,
investigators search for the remains of Air France Flight 447.
This was a major commercial airline...
- What the hell are you doing?
...that had a plane suddenly dropped out of the sky
in four and a half minutes.
228 people are gone.
It was a real shock.
We need to contact Brazil
and Senegal air traffic control right away, please.
Air crash investigators face a monumental task.
We absolutely had to understand
why this accident happened.
The easiest explanation
is that a bomb blew it out of the sky.
That would explain it.
The answers may lie in the wreckage.
But finding that evidence...
Stop. Stop there.
...will take years.
They had to do whatever it took.
Mayday, mayday.
Air France Flight 447 is crossing the Atlantic ocean.
The Airbus A330 is flying an 11-hour direct route
from Rio de Janerio to Paris.
58-year-old Captain Marc Dubois is in command.
- Here's the new forecast.
He's been a pilot for well over half his life,
and he's now one of the most senior captains at Air France.
- It's hard to see anything in this plane with this lighting.
First officer Pierre-Cedric Bonin is 32 years old.
He's been flying the A330 for about a year.
- We're arriving at INTOL.
37-year-old relief pilot David Robert is on standby.
The three pilots fly in shifts to stay alert.
There are 216 passengers on the overnight flight,
including Canadian business executive Brad Clemes.
I talked to my brother in the Sunday morning.
We talked to our children,
and then I talked to right up at the time that he
got onto the plane.
Like so many of these
"air warriors" or whatever they call them,
he flew all the time, he's used... quite used to it,
and then I think he probably even enjoyed it.
With the auto-pilot holding the plane steady
at 35,000 feet,...
- "Air France 447."
- Air France 447, go ahead.
...the crew communicates with Brazilian air traffic control.
- "Air France 447, contact Atlantic Center."
As they fly,
an onboard computer monitors the engines,
hydraulics and other systems.
It also sends progress reports to Air France headquarters.
Every 10 minutes,
the computer transmits the plane's position
along with any maintenance data.
The goal of the maintenance messages
is simply to help the ground teams
prepare for any repairs to the plane
that are needed for the next departure.
- ATLANTICO, ATLANTICO,
- Air France 447 calling ATLANTICO.
- "Air France 447, ATLANTICO. Go ahead."
Three hours into the flight,
the Captain reports reaching an navigational waypoint
off the coast of Brazil.
- Air France 447, position INTOL.
- "Maintain flight level 350."
- Okay, will do.
- So we have a thing up ahead?
- Yes, I saw that.
At 1:49 a.m.,
the A330 leaves Brazilian radar surveillance.
and enters a communications dead zone over the mid-Atlantic.
Two hours later,
an air traffic controller in Senegal tries to contact the flight.
- "Air France 447, this is Dakar, do you copy?"
- "Come in, Air France 447."
He can't reach the crew,
so he alerts Air France.
- "Dakar for Air France."
- "Have you heard from AF447 Robert?"
- Negative.
- Hold for Air France, please.
No one has heard from the crew of Flight 447.
The only communication.
24 maintenance messages transmitted by the plane,
hours earlier.
An Air France maintenance worker tries to make contact,
but his message bounces back.
- What the hell?
Perhaps the communication system has failed.
HF radio, especially at night, is not terribly reliable,
so, for some of the time that it was missing,
Everybody was saying
"Well, I hope it's just a communication problem."
By the time the plane should have reached French airspace,
controllers still can't make contact.
At Charles de Gaulle Airport in Paris,
the 11:10 a.m. arrival time comes and goes
with no sign of Flight 447.
The A330 would have run out of fuel by now.
The airline begins notifying families.
The plane has almost certainly crashed at sea.
I had a infinitesimally small hope
that he might have been on a different plane,
`cause we weren't one hundred percent sure
when other flights might be coming back
that he could possibly be on.
By the afternoon of June 1st,
the world learns that Flight 447 from Rio to Paris
has mysteriously vanished.
It was a real shock
to me and the whole industry that
that a modern aircraft like an Airbus A330
operated by a world-class airline
like Air France could just go missing
without a word.
Searchers scramble to the mid-Atlantic
to look for the plane and survivors.
The plane had been missing
eleven or twelve hours at this stage
without any communication or whatsoever.
It's one of the worst accidents in the history
of commercial aviation.
An advanced passenger jet is gone.
228 people are presumed dead.
'...les perspectives de retrouver des...'
French President Nicholas Sarkozy announces
there's almost no chance anyone survived.
The job of solving this mystery falls to the BEA,
France's air safety agency.
It's under enormous pressure to come up with answers.
We absolutely had to understand
why this accident happened
and with that plane and that airline.
La-bas, merci.
Alain Bouillard takes charge of the investigation.
He's a pilot and aeronautical engineer
with almost twenty years' experience
as an air crash investigator.
I had worked on other important investigations
like the Concorde,
so I was conscious of the fact
that the investigation would be difficult.
But I was calm
and I surrounded myself with confident people.
French systems engineer Leopold Sartorius
also joins the team on Day 1.
From the beginning,
we expected a long and complicated investigation.
- Okay. We need to contact Brazil
- and Senegal air traffic control right away, please.
Their first goal
find what's left of Flight 447.
It disappeared from radar
without sending a distress signal,
and for many days there was no trace
on the surface of the ocean.
- This is the last time it sent out position.
Positional messages sent by the plane every ten minutes
allowed us to be sure enough of the zone,
a large zone where the plane might be found.
Sartorius doesn't know what direction
the plane flew after sending that last report.
He only knows how fast it was flying.
There's a huge area to search,...
- I say we start here.
...thousands of square kilometers of open water.
Air and naval forces scan the ocean
looking for any sign of Flight 447.
Finally, after 5 days of searching,
a Brazilian pilot spots a few scattered pieces of floating debris,
wreckage from an A330,
but no survivors.
The find erases any lingering doubts about the crash.
Everyone aboard Flight 447, is dead.
Your world collapses, it was absolutely horrible.
He was a wonderful person. I was very close to him.
It's just, you know, the most horrible thing
that you could think of.
The families of 227 others
are in the exact same position.
They all need answers.
- What brings an Airbus down from 35,000 feet?
- Nothing.
The loss of an airplane during cruise is always rare.
We are more used to events taking place during take-off or landing,
so this event raised a lot of questions.
One of the most pressing and disturbing questions
has the world just witnessed a deadly terrorist attack?
I think a terrorism
scenario was thoroughly plausible.
You know, very simply because
this is a very modern airplane
with a very good safety record.
The easiest explanation
is that something
that a bomb blew it out of the sky.
That would explain it.
Atlantic currents have spread floating aircraft debris
over 500 square kilometers of ocean.
Every piece recovered is carefully cataloged,
photographed,
and sent ashore for analysis.
But it's the wreckage lost at the bottom of the sea
that the investigators need most.
Wreckage that includes the vital flight recorders.
If we didn't find the flight recorders,
we would never understand what happened.
The two flight recorders capture important details...
- "Air France 447."
- Air France 447, go ahead.
... of what the pilots say and do during the flight.
- "Air France 447, contact Atlantic Center."
The black boxes are so vital,
they are equipped with a locator beacon
to help investigators find them,
even underwater.
But the clock is ticking.
The beacon can only send a signal for thirty days.
What's more,
the mid-Atlantic Ocean is 4.5 kilometers deep in some places,
deeper than the remains of the Titanic.
Technicians listen for the signal...
- At this depth, we need to get right over them.
...while criss-crossing a search area of
17,000 square kilometers.
It was an immense area.
It was a real race against time.
We only had 30 days.
While the BEA scours the ocean floor for the flight recorders,
other team members are scrutinizing
the only hard evidence they have so far.
- I will pull out all the messages they sent.
The 24 maintenance messages
sent by Flight 447's
Aircraft Communication Addressing and Reporting System,
ACARS.
This is the first serious accident to a modern airliner,
where we'd had some ACARS data.
ACARS messages are highly technical.
They're not designed to reveal
what the crew saw, said or did during the flight.
To have only the maintenance messages to work with
is really unusual.
We had parcels of information
that gave us in fact very little information.
But they do provide an intriguing lead.
- See? This is a problem with the pitot tubes.
One of the maintenance messages notes a failure
in the device that measures airspeed,
the pitot tube.
The ACARS messages had given us the first piece of the puzzle.
We knew that there'd been a clogging problem in the pitot tubes.
Pitot tubes are small, cylindrical sensors
that sit outside the body of the plane.
As air rushes through the tubes, they calculate airspeed.
But sometimes pitot tubes temporarily fail.
In an environment with very dense ice crystals,
all the ice crystals clogged the tube
and stopped the air from entering.
Air France and other airlines
were in the process of replacing pitot tubes
to prevent just this kind of problem.
- The tubes were freezing all the time.
- Annoying, but certainly not dangerous.
A frozen pitot tube is considered far from catastrophic.
If you lose a pitot tube,
you don't fall out of the sky.
The pilots knew about the issue and how to respond to it.
The company had notified its pilots with an OSV,
an information bulletin
that described the phenomenon.
and the appropriate measures to take.
- Here, look at this.
Bouillard concludes that frozen pitot tubes alone
cannot explain the crash.
There is more to this story.
- These messages aren't much, Al.
We were certain of this right away.
We would have to look elsewhere.
While the frozen pitot tubes may not have been to blame,
Bouillard wonders if extreme weather
may have played a role.
Strong turbulence can damage a plane,
or even cause the loss of an aircraft,
by rupturing a wing,
or damaging the onboard systems.
Investigators consider the possibility
that Flight 447 flew through violent weather
strong enough to bring down the plane.
Turbulence might explain what caused the accident.
- Altitude... Sir, we've knocked out 33,000 feet,
- Maximum thrust!
Even at that altitude, it may have been impossible
for the pilots to recover from a stall
brought on by a violent storm.
The forces could have torn the plane apart.
On a plane, the main danger from turbulence is structural breakage,
like losing a piece of the tail,
or losing a wing in an extreme case.
And that would lead to the loss of the aircraft.
- I need more weather data,
- pilot reports, satellite images, everything.
Flight 447 disappeared in a volatile region
where trade winds from the two hemispheres converge,
creating violent storms.
They were in the inter-tropical convergence zone,
which often has very strong turbulence.
Other planes changed their routes that night
to avoid storms in the area.
But what kind of weather did Flight 447 encounter?
What were the actual conditions?
What was the actual environment around this plane?
It was a real question.
Beyond turbulence,
thunderstorms pose other threats to aviation.
Perhaps lightning was to blame for the crash.
- Sir, we're losing all our instruments.
如果飛機的絕緣物料有瑕疵 If there’s been some deficiency in the insulation of the plane.
and the systems were damaged.
It likely would have seen a lot of problems.
Did lightening bring down Flight 447?
So far the only eveidence Bouillard had is floating debris
including some unused life jackets
顯示乘客并沒有時間穿上救生衣 Indicating that passengers didn’t have time to put them on.
We are covering the life jackets in their original packaging
told us that the event happened very quickly.
乘客并沒有做好落水的準備 The passengers weren’t ready for the impact with the surface of the water
The unopen life vests hint a suddent catastrophe
but other debris suggested the opposite
The recovery of the tail was a very important element.
The pattern of fragmentation can reveal important clue about when the tail broke off.
All the ruptures were static in nature
there was no trace for fatigue damage.
This said to happen when it hit the water.
The tail was connected to the fuselage at the moment of impact.
沒有在空中解體 It didn’t come apart in-flight
If the A330 hit the water in one piece
那就并非因為炸彈或是亂流墜毀 it wasn’t brought down by a bomb or by turbulence.
Investigators are no closer to sloving this mystery.
It is been three weeks since Flight 447 disappeared into the Atlantic Ocean.
幾天后記錄儀的定位器電池就會沒電 In just days the recorder’s battery-powered locator beacons will go dead.
With only floating debris to study
調查人員關注447號班機上的一段廚房殘骸 specialist pore over a section of Flight 447’s gallery.
Looks like the pressure was vertical,like this.
They made a key discovery.
The plane landed flat at a high speed.
Examining the gallery confirmed that there was an enormous vertical acceleration
at the instant of the plane hit the surface of the water.
Everything inside the plane was flattend,
like a car in a metal crusher.
They realize that the aeroplane had not nose-dive into the sea
it was almost certain that it had belly-flopped into the sea.
And how that could have been happened to
a modern airliner, nobody could think of.
Under these circumstances,it was essential
to find the recorders
to understand the accident and explain why it happened.
The search at sea hit Day 30
with no sign of the A330.
The locator beacons is presumed dead.
Bouillard turns to high-tech sonar to continue the search.
From that moment on,sonar was the only way we could detect metal
on the ocean floor
and have some chance of finding the wreckage
But steep underwater mountains and valleys
make the ocean floor difficult to scan.
這塊搜索區域之前沒人見過 The search area really hadn’t been seen before.
It was the size of Switzerland,and you are
running up through the Alps try to find this thing
地形大概就是這樣 so that’s what the terrain looked like basically in general sense.
After monthes of searching
they scanned more than 22,000 square kilometers of ocean bed and found...
absolutely nothing.
The absent of the flight recorders and wreckage felt very frustrating and
like a failure.
很難想象已經是2009年 2010年 還會發生這樣的空難 A lot of things can’t conceivable,in 2009, 2010 that we can lose a major airliner
not be able to find it, not be able to understand even remotely
what it happened in why 228 people lost their lives.
Investigators are determined to succeed.
They turned to the same Automated Underwater Vehicles
that found the Titanic.
It probably the first time AUV had been run on that terrain
that steep to look for something this small.
雖說站在飛機旁邊感覺好像很大 You know it’s a big plane standing next to it
但你在海里搜尋飛機的時候 but when you’re searching the ocean,
it was a very small target.
Still no sign of any wreckage at the bottom of the sea.
It was if the plane simply disappeared.
18 monthes after Flight 447 goes missing,
布亞爾感覺找到所需要的證據可能性越來越渺茫 Bouillard realizes that the odds of finding what he’s after are growing slim.
At the end of 2010
We already spent 22 million Euro.
Continuing the search will cost millions more
with no guarantee of success.
我們不能確定能不能找到殘骸 We weren’t sure we could find the wreckage
and if we did find the recorders
我們也不能保證里面的數據能不能讀出來 we weren’t sure we’d able to read them.
The black box is not designed to stay
in such deep water for 2 years
and still function afterwards
The boxes may have already been crushed by the tremendous underwater pressure.
在水底4公里的深度 它們要承受高達 At 4 kilometers below the surface they’re up against a punishing force of over
5800 PSI.
Investigators may be fighting a losing battle.
Nearly 2 years after the Air France disaster
Bouillard has little to show for his efforts.
No significant wreckage, and no black boxes.
But he refuses to give up.
我們不可以放棄 We can’t stop
we can find the boxes, I know we can.
For the BEA,it was their job to find out what happened, so obviously they wanted to find black boxes.
But can you imagine what it would be like for Airbus
not to know for sure what cause this accident?
Only ever to be able to theorize.
Families of victims are also desperate for answers.
It is exteremely important for us that they find the black boxes and find out what happened.
We are determined to put as much pressure as we could on these authorities
to assure the search continue.
On March 25th,2011
the BEA begins one final search.
Again they launch AUVs to scour the ocean floor.
他們鎖定飛機最后位置方圓37公里為搜索區域 They focus on a 37 kilometer wide circle around the plane’s last known position.
The AUV is separated from the vessel
So once you launch it, it runs its 20 to 24 hours mission independent to the vessel.
If the weather gets rough,
水下載具也可以繼續來回搜索不受任何影響 AUV still tracking back and forth and it doesn’t care.
1 week into the search,
a submersible captures a sonar image of something huge on the ocean floor.
布亞爾的賭注或許真的押對了 Bouillard’s gamble may have just paid off.
It sure looks like a plane.
The crew immediately sends down another submersible
this time to take high-resolution digital images.
Never throught I would see the day!
隊員直接把照片發到布亞爾在巴黎的辦公室 The crew sends the images straight to Bouillard’s offices in Paris.
2 years of his life have been devoted to this moment.
I cannot believe it.
Thank god!
Receiving the photographs was a moment we had been waited for for 2 years.
It conjured up indescribable emotions,
very strong.
On April 3rd,2011.
The wreckage of Air France Flight 447 has finally been found.
位于飛機最后位置東北面12公里以外 It lies 12 kilometers northeast of the plane’s last reported position,
at a depth of almost 4000 meters.
Locating the wreckage was already something exceptional
and very significant in the life of an investigator.
With the crash site pinpointed, a second hunt begins.
An operator guilds a robotic submersible as it pear through the darkness
in search of 2 black boxes.
It just like a junk yard.
It just nothing but aircraft debris everywhere
碎片堆在一塊 還有機身蒙皮 things on top of each other, there’s fuselage skin,
引擎 什么都有 到處都是 there’s engine, there’s all sorts of things all over the place.
Days passed with no sign of the recorders
調查員知道就算記錄儀找到了 Investigators know that even if they find what they’re looking for
two years underwater may have rendered the devices useless.
We had no idea whether the Flight Data Recorder
and Cockpit Voice Recorder would be in working order.
接著布亞爾得到他一直期待的突破性線索 Then Bouillard gets the break he’s been looking for.
Stop,stop there.
Zoom in on that.
Incredible,absolutly incredible!
Those are the moments that difficult to describe
不過這是你職業生涯中難以忘記的時刻 moments in your career that you can’t forget.
An unman sub first recovers the Flight Data Recorder,
then the Cockpit Voice Recorder.
Once it on deck,Jean Dominic take it and put it into boxes and secure it.
那一刻人人都屏住呼吸 Up then everybody’s like holding their breath
at that point you know you have it.
所以感觸很深 So it’s really tremendous feeling.
French Jean Dom escort the Flight Data Recorder and the Cockpit Voice Recorder
利奧波德·薩托里烏斯在巴黎的實驗室 to Leopold Sartorius’s lab in Paris.
After countless hours of searching and theorizing
the world may finally understand what happened onboard Flight 447.
The answers to what went wrong maybe lock in these water tight containers.
There was a lot of concern that we might take a false step that would leed to the loss of the information.
They must be handled with great care.
One wrong move, and the two-year search costing over 32 million euros
would have been for nothing.
Starting with the cockpit voice recorder.
They carefully open the protecting casing.
Looking for the memory card inside.
The worst thing would been for the actual memory cards to be broken.
Physically broken.
情況不太妙啊 - This isn’t good.
- See the damage?
- Transmission out could be broken.
We quickly notice that there were small parts that were broken.
所以我們不能確定所有部件可不可以正常運作 So we weren’t sure that if everything’s in working order.
如果技術員無法修復損壞的駕駛艙錄音器 If technicans can’t fix the broken CVR,
they may be no way to know what was going on in the cockpit just before the crash,
or even who is flying the plane.
- Ah, look at the FDR card.
A closer examination of the second box,
the flight data recorder,
brings better news.
- This is fine.
- No problem.
I think we all looked at each other and said:
沒想到居然完好無損 it’s incredible that during that state,
難以置信 it’s incredible.
The memory card was in excellent condition,
we were able to read the data very quickly.
While technicans try to repair the Cockpit Voice Recorder,
Satorius carefully plots the Flight Recorder data.
- We are crusing safely at 35,000 feet.
The FDR data reviews that the pitot tube did in fact freeze.
- The pitot tubes freeze here.
The frozen tubes produce erratic air speed readings,
causing the auto pilot to shut off automatically.
Auto pilot shuts off.
The pilot takes control of the plane.
It warns the pilot very loudly, that can be bit of a surprise,
a bit of shock, and definitely was a shock to these pilots.
And it was their reaction to this warning,
which was the key to everything else followed.
The crew has been taught that a frozen pitot tube
should clear itself in less than a minute.
The pitots on an aircraft, they were only subject for clogging for about 56 seconds.
And after that, the air speed readings were back to normal again.
The pilot only needs to hold the plane steady, and the problem will disappear.
飛機自己并不知道你沒有了空速數據 The airplane doesn’t know that you don’t know the air speed,
all the airplane wants is power to keep it going forward,
and the same altitude to keep it in level flight.
- But he does not hold steady.
Whoever is flying the plane, pulled back and pitch the nose up instead.
When the autopilot disconnected,
the pilot in command change the pitch of the plane.
- Climbs more than 2500 feet.
一旦拉起飛機的機頭 就像在爬坡一樣 If you pull the nose of an airplane up, like it’s going up hill,
速度會慢下來 It’s gonna slow down.
- Here, their speed dropped more than 90 knots in less than a minute.
- This triggered a stall warning here.
Raising the nose of a plane at high altitude,
put the plane into a stall very quickly.
In an air dynamic stall, the wings lose lift,
and the plane drops from the sky.
是飛行員的操作造成了飛機失速 It was the pilots’ actions that led to the stall.
- They fell more than 12,000 feet per minute.
Inexplicably, the pilot continue to pull back,
他這時候本應該將機頭向下來加速獲得升力 when he should have been pitching the plane’s nose down to gain speed and lift.
The more you raise the nose, the more the lift will be destroyed.
法航447就是遇到這種情況 And that’s what was happening to Air France 447.
We had a plane that was practically falling like a rock.
Only the cockpit voice recorder can reveal
why the pilots acted as they did.
In our labortary, there were few hours of agony,
因為付出了這么多的努力花了這么多錢 because we weren’t sure we could read the data
after all these effort, all these money spent.
- Will it play?
不知道 - Don’t know.
Investigators are up against the wall.
They have just one hope remaining.
來查出法國航空史上最嚴重空難發生的原因 In their long quest to know what cause the worst disaster in Air France’s history.
Everything they worked for, now depends on repairs made to one small electronic device.
- The moment of truth.
- Air France 447.
- Air France 447, go ahead.
- Air France 447, contact Atlantic Center.
- ATLANTICO. ATLANTICO.
40 minutes before the accident.
Captain Dubois is in his seat.
- Air France 447, ATLANTICO, go ahead.
- Air France 447, position INTOL.
The CVR allowed us to understand who is piloting the plane.
Who is monitoring the parameters.
- Maintain Flight Level 350.
- OK, will do.
- First Officer Pierre-Cédric Bonin
is in the right-hand seat.
- So we have a thing up ahead?
- Yes, I saw that.
And the two men are heading towards a storm.
- Looks like we are entering the cloud.
Normally, the crew would try to fly above the storm.
but at this stage in the transatlantic flight,
it's not safe to do that.
- It would be good if we could climb now.
- Yeah.
At 35,000 feet,
the air outside is too thin
for the fuel heavy plane to climb any higher.
The pilots have only 2 choices:
fly straight through the storm
or try to navigate around it.
- You got some sleep?
- Yeah, so-so.
- Well then, I'm out of here.
Captain Dubois takes his scheduled rest.
First officer David Robert relieves the more experienced captain.
Robert has almost 4,000 hours more flying the A330
than the other first officer on the flight deck.
First officer Robert is in the left hand seat.
First officer Bonin is the pilot flying in the right hand seat.
Investigators now know that few minutes before crash,
the captain left the cockpit for his break,
- Don't you maybe want to go to the left a bit?
but it's unclear which of the two remaining pilots is in command.
- Excuse me?
- You can possibly go a bit to the left.
The way they acted when the captain had left the flight deck
was not as if one of them was definitely
in charge,
and the other one was definitely the supporting pilot.
The confusion over their roles becomes critical
when the plane hits a column of ice crystals in the cloud.
The ice crystals pound the plane.
Ice envelops the pitot tubes.
The ice crystals are filling the pitot tubes.
Airspeed readings are no longer valid.
Suddenly, the pilots can't be sure how fast they are flying.
That is the auto-pilot disconnecting.
- I have the controls.
- What's that?
Stall warnings begin to blare in the cockpit
as Bonin lifts the nose.
Finally, investigators know which pilot
put the plane into a stall.
First officer Bonin is pulling back and stalling the plane.
Incredibly, neither pilot can figure out
why the warning is sounding.
Officer Robert doesn't understand what's happening.
He sees the airplane going up
and he see the airspeed dropping,
and uh... he says "Hey, watch your airspeed?"
- We've lost the, the, the speeds.
The pilots need to push the plane's nose down to gain speed,
but Bonin inexplicably is pulling back,
lifting the nose.
- Okay, okay, okay,
- I'm going back down.
- It cost our speed if we're going up,
- so go back down.
The pilots struggle to regain control of their plane,
but they seem completely paralyzed by their own confusion.
They are doing everything wrong.
It should be obvious what to do.
Desperate to save his 216 passengers,
first officer David Robert summons the captain.
Bonin increases thrust to maximum power,
but it's no use.
- Do you understand what's happening?
- I'm losing all control of the plane.
When they gets here, they are falling at more than
6,200 feet per minute.
So they still have about 2 minutes left
to figure out what's happening.
First officer Robert decides to take control.
- Controls to the left.
He tries to push the nose of the plane down,
a key step for recovering from a stall.
But incredibly, Bonin is pulling back on his controls.
They can use their side sticks at the same time.
If both were going different directions,
they have a tendency to cancel each other out.
The fact that the two pilots were making different
in some times opposite inputs
to the side stick controls,
was pretty surprising.
The two pilots were not coordinating
their thinking or their actions.
Ninety seconds after the crisis began,
the captain returns.
- What the hell are you doing?
- We have lost all the control of the plane.
- We don't understand anything.
- We've tried everything.
Because they weren't believing the situation
that they were now in.
They just went back to basic instinct which is,
I want to go up, I want to stop falling,
let's pull the nose up.
Dubois scans the instruments
trying to see what's gone wrong
- What do you think what do we need to do?
- I, I don't know it it going down
The captain does not have the enough time
to assess the situation.
- We are at nine thousand feet.
- Climb, climb, climb, climb.
- 我已經一直在拉機頭 不過一點反應都沒有呀 - But nothing,I’ve been nose up for a while!
Finally Dubois understands
First Officer Bonin is causing the stall
by pulling the nose up.
- No, no, no, don't climb!
By the time they figure it out.
It's too late.
Robert can't get enough lift
to recover from the stall.
At 2000 feet,
sensors detect the ocean surface
and trigger new alarms.
- We are going to crash.
- This can't be true.
- But what's happening?
The aircraft hits the water at almost
two hundred kilometer an hour.
Hearing the conversations on the Cockpit Voice Recorder for the first time
was a big moment.
It left us speechless.
Alain Bouillard was all pale.
At that moment,
he understood the distress the crew was in,
during the last moments of the flight.
By the summer of 2011,
salvage crews recover one hundred and four bodies,
from the submerged wreckage of Flight 447,
including that of Brad Clemes.
My brother was amongst
those that were raised.
So it's able us to,
to recover him, to bring him home,
and to conduct the service properly,
and to say our goodbyes properly.
So it helped.
More than three years after the accident,
Alain Bouillard announces that the downing of the flight 447
was not caused by the frozen pitot tubes,
but by the crews failure to understand and rectify the situation.
It can't be true.
But what's happening?
There was a feeling
that these planes were so sophisticated.
They could fly by themselves.
這些飛行員甚至沒接受過 The pilots weren’t even trained to
fly this type of plane on manual at high altitudes,
because the thought was that they would always be on auto pilot,
所以飛行員沒必要知道怎么駕駛 so there’s no reason for the pilots to know how to fly it.
New training is now in place to crews
how to deal with unreliable airspeed.
And how to recover from a storm at high altitudes.
The airlines have to be prepared,
to spend more money on fundamental manual flying training,
and coordination training for their pilots.
法航447這樣的事故告訴我們不能再坐以待斃了 Air France 447 is just the accident where you can’t ignore it any longer.
And changes have to come.