Pernambuco

Following an uneventful cargo service from São Paulo-Guarulhos Airport, the crew initiated the descent to Recife-Guararapes Airport. On final approach to runway 18, after the aircraft had been configured for landing, at an altitude of 500 feet, the crew was cleared to land. After touchdown, the thrust lever for the left engine was pushed to maximum takeoff power while the thrust lever for the right engine was simultaneously brang to the idle position then to reverse. This asymetric configuration caused the aircraft to veer to the right and control was lost. The airplane veered off runway to the right and, while contacting soft grounf, the nose gear collapsed. The airplane came to rest to the right of the runway and was damaged beyond repair. All four occupants evacuated safely.

At 0650 local time, the aircraft departed from Recife-Guararapes Airport runway 18, destined for Natal, carrying 14passengers and two crewmembers on a regular public transportation flight. During the takeoff, after the aircraft passed over the departure end of the runway, the copilot informed that they would return for landing, preferably on runway 36, and requested a clear runway. The aircraft made a deviation to the left, out of the trajectory, passed over the coastline, and, then, at an altitude of approximately 400ft, started a turn to the right over the sea. After about 90º of turn, upon getting close to the coast line, the aircraft reverted the turn to the left, going farther away from the coast line. After a turn of approximately 270º, it leveled the wings and headed for the airport area. The copilot informed, while the aircraft was still over the sea, that they would make an emergency landing on the beach. Witnesses reported that, as the aircraft was crossing over the coast line, the left propeller seemed to be feathered and turning loosely. At 0654 local time, the aircraft crashed into the ground in an area without buildings, between Boa Viagem Avenue and Visconde de Jequitinhonha Avenue, at a distance of 1,740 meters from the runway 36 threshold. A raging post-impact fire occurred and all 16 occupants were killed.

On Sunday 31 May 2009, the Airbus A330-203 registered F-GZCP operated by Air France was programmed to perform scheduled flight AF 447 between Rio de Janeiro-Galeão and Paris Charles de Gaulle. Twelve crew members (3 flight crew, 9 cabin crew) and 216 passengers were on board. The departure was planned for 22 h 00. At around 22 h 10, the crew was cleared to start up engines and leave the stand. Takeoff took place at 22 h 29. The Captain was Pilot Not Flying (PNF); one of the copilots was Pilot Flying (PF). At the start of the Cockpit Voice Recorder (CVR) recording, shortly after midnight, the aeroplane was in cruise at flight level 350. Autopilot 2 and auto-thrust were engaged. Auto fuel transfer in the “trim tank” was carried out during the climb. The flight was calm. At 1 h 35, the aeroplane arrived at INTOL point and the crew left the Recife frequency to change to HF communication with the Atlántico Oceanic control centre. A SELCAL test was successfully carried out, but attempts to establish an ADS-C connection with DAKAR Oceanic failed. Shortly afterwards, the co-pilot modified the scale on his Navigation Display (ND) from 320 NM to 160 NM and noted “…a thing straight ahead”. The Captain confirmed and the crew again discussed the fact that the high temperature meant that they could not climb to flight level 370. At 1 h 45, the aeroplane entered a slightly turbulent zone, just before SALPU point. Note: At about 0 h 30 the crew had received information from the OCC about the presence of a convective zone linked to the inter-tropical convergence zone (ITCZ) between SALPU and TASIL. The crew dimmed the lighting in the cockpit and switched on the lights “to see”. The co-pilot noted that they were “entering the cloud layer” and that it would have been good to be able to climb. A few minutes later, the turbulence increased slightly in strength. Shortly after 1 h 52, the turbulence stopped. The co-pilot again drew the Captain’s attention to the REC MAX value, which had then reached flight level (FL) 375. A short time later, the Captain woke the second co-pilot and said “[…] he’s going to take my place”. At around 2 h 00, after leaving his seat, the Captain attended the briefing between the two co-pilots, during which the PF (seated on the right) said specifically that “well the little bit of turbulence that you just saw we should find the same ahead we’re in the cloud layer unfortunately we can’t climb much for the moment because the temperature is falling more slowly than forecast” and that “the logon with DAKAR failed”. Then the Captain left the cockpit. The aeroplane approached the ORARO point. It was flying at flight level 350 and at Mach 0.82. The pitch attitude was about 2.5 degrees. The weight and balance of the aeroplane were around 205 tonnes and 29%. The two copilots again discussed the temperature and the REC MAX. The turbulence increased slightly. At 2 h 06, the PF called the cabin crew, telling them that “in two minutes we ought to be in an area where it will start moving about a bit more than now you’ll have to watch out there” and he added “I’ll call you when we’re out of it”. At around 2 h 08, the PNF proposed “go to the left a bit […]”. The HDG mode was activated and the selected heading decreased by about 12 degrees in relation to the route. The PNF changed the gain adjustment on his weather radar to maximum, after noticing that it was in calibrated mode. The crew decided to reduce the speed to about Mach 0.8 and engine de-icing was turned on. At 2 h 10 min 05, the autopilot then the auto-thrust disconnected and the PF said “I have the controls”. The aeroplane began to roll to the right and the PF made a nose-up and left input. The stall warning triggered briefly twice in a row. The recorded parameters showed a sharp fall from about 275 kt to 60 kt in the speed displayed on the left primary flight display (PFD), then a few moments later in the speed displayed on the integrated standby instrument system (ISIS). The flight control law reconfigured from normal to alternate. The Flight Directors (FD) were not disconnected by the crew, but the crossbars disappeared. Note: Only the speeds displayed on the left side and on the ISIS are recorded on the FDR; the speed displayed on the right side is not recorded. At 2 h 10 min 16, the PNF said “we’ve lost the speeds ” then “alternate law protections”. The PF made rapid and high amplitude roll control inputs, more or less from stop to stop. He also made a nose-up input that increased the aeroplane’s pitch attitude up to 11° in ten seconds. Between 2 h 10 min 18 and 2 h 10 min 25, the PNF read out the ECAM messages in a disorganized manner. He mentioned the loss of autothrust and the reconfiguration to alternate law. The thrust lock function was deactivated. The PNF called out and turned on the wing anti-icing. The PNF said that the aeroplane was climbing and asked the PF several times to descend. The latter then made several nose-down inputs that resulted in a reduction in the pitch attitude and the vertical speed. The aeroplane was then at about 37,000 ft and continued to climb. At about 2 h 10 min 36, the speed displayed on the left side became valid again and was then 223 kt; the ISIS speed was still erroneous. The aeroplane had lost about 50 kt since the autopilot disconnection and the beginning of the climb. The speed displayed on the left side was incorrect for 29 seconds. At 2 h 10 min 47, the thrust controls were pulled back slightly to 2/3 of the IDLE/CLB notch (85% of N1). Two seconds later, the pitch attitude came back to a little above 6°, the roll was controlled and the angle of attack was slightly less than 5°. The aeroplane’s pitch attitude increased progressively beyond 10 degrees and the plane started to climb. From 2 h 10 min 50, the PNF called the Captain several times. At 2 h 10 min 51, the stall warning triggered again, in a continuous manner. The thrust levers were positioned in the TO/GA detent and the PF made nose-up inputs. The recorded angle of attack, of around 6 degrees at the triggering of the stall warning, continued to increase. The trimmable horizontal stabilizer (THS) began a nose-up movement and moved from 3 to 13 degrees pitch-up in about 1 minute and remained in the latter position until the end of the flight. Around fifteen seconds later, the ADR3 being selected on the right side PFD, the speed on the PF side became valid again at the same time as that displayed on the ISIS. It was then at 185kt and the three displayed airspeeds were consistent. The PF continued to make nose-up inputs. The aeroplane’s altitude reached its maximum of about 38,000 ft; its pitch attitude and angle of attack were 16 degrees. At 2 h 11 min 37, the PNF said “controls to the left”, took over priority without any callout and continued to handle the aeroplane. The PF almost immediately took back priority without any callout and continued piloting. At around 2 h 11 min 42, the Captain re-entered the cockpit. During the following seconds, all of the recorded speeds became invalid and the stall warning stopped, after having sounded continuously for 54 seconds. The altitude was then about 35,000 ft, the angle of attack exceeded 40 degrees and the vertical speed was about -10,000 ft/min. The aeroplane’s pitch attitude did not exceed 15 degrees and the engines’ N1’s were close to 100%. The aeroplane was subject to roll oscillations to the right that sometimes reached 40 degrees. The PF made an input on the side-stick to the left stop and nose-up, which lasted about 30 seconds. At 2 h 12 min 02, the PF said, “I have no more displays”, and the PNF “we have no valid indications”. At that moment, the thrust levers were in the IDLE detent and the engines’ N1’s were at 55%. Around fifteen seconds later, the PF made pitch-down inputs. In the following moments, the angle of attack decreased, the speeds became valid again and the stall warning triggered again. At 2 h 13 min 32, the PF said, “[we’re going to arrive] at level one hundred”. About fifteen seconds later, simultaneous inputs by both pilots on the side-sticks were recorded and the PF said, “go ahead you have the controls”. The angle of attack, when it was valid, always remained above 35 degrees. From 2 h 14 min 17, the Ground Proximity Warning System (GPWS) “sink rate” and then “pull up” warnings sounded. The recordings stopped at 2 h 14 min 28. The last recorded values were a vertical speed of -10,912 ft/min, a ground speed of 107 kt, pitch attitude of 16.2 degrees nose-up, roll angle of 5.3 degrees left and a magnetic heading of 270 degrees. No emergency message was transmitted by the crew. The wreckage was found at a depth of 3,900 metres on 2 April 2011 at about 6.5 NM on the radial 019 from the last position transmitted by the aeroplane. Both CVR and DFDR were found 23 months after the accident, in May 2011 at a depth of 3,900 metres. The final report was published in July 2012.

Following an uneventful flight from Teresina, the crew started the approach to Recife-Guararapes Airport runway 18. On final, both engines failed simultaneously. The aircraft stalled and crashed in a residential area located 5 km from the runway threshold. A passenger and a pilot were killed while eight others occupants were injured. There were no victims on the ground while the aircraft was destroyed.

The twin engine aircraft departed Recife-Guararapes Airport in the early morning on a round cargo trip with a load of medicines. Complete stops were made in Patos, Sousa, Mossoró, Caicó and Currais Novos. On the last leg from Currais Novos to Recife, while approaching Recife-Guararapes Airport, both engines failed simultaneously after a total flight of 3 hours and 50 minutes. The crew declared an emergency and attempted to land immediately when the aircraft collided with trees and power cables before crashing in a wooded area located 17 km short of runway 18. Both pilots were injured and the aircraft was damaged beyond repair.

The aircraft was completing a flight from Salvador to Natal in formation with three other similar aircraft. En route, while in cruising altitude, the aircraft's tail was struck by the propeller of another aircraft positioned behind. A part of the tail detached and the aircraft entered an uncontrolled descent before crashing, bursting into flames. All nine occupants were killed.

En route from Maceió to Fortaleza, while in cruising altitude, the crew reported hydraulic problems and was cleared to divert to Recife-Guararapes Airport for an emergency landing. On approach, the crew was forced to lower the gear manually but it was not possible to establish if they were locked down or not. In accordance with ATC, the crew completed a low pass over the airport and ATC confirmed all three gear were down. A second approach was completed and the aircraft landed smoothly. Nevertheless, following a course of few dozen metres, the right main gear 'collapsed' and entered its wheel well. The aircraft rolled to the right, veered off runway then struck a concrete block, causing the nose gear to collapse. All 168 occupants were evacuated safely while the aircraft was damaged beyond repair.

The crew was taking part to the Aviation Day and was involved in a demonstration mission on behalf of the 2nd Regional Air Command. On approach, the aircraft crashed in unknown circumstances in the garden of a military hospital located about 2 km from the airport. All five occupants were killed.

During the takeoff roll on runway 36 at Recife-Guararapes Airport, the right engine failed. The crew decided to continue the takeoff procedure and completed the rotation after a course of 900 metres. Thirty seconds after rotation, at a height of about 100 feet, the right engine caught fire and exploded. The crew lost control of the airplane that crashed in the district of Ipsep near the airport. The aircraft and several buildings were destroyed. All 15 occupants as well as two people on the ground were killed.

The copilot was preparing the flight as the captain came late in the cockpit. The crew precipitated the departure and after takeoff from runway 12, while climbing by night, the aircraft rolled to the right, entered an uncontrolled descent and crashed in the Atlantic Ocean few hundred meters offshore. The aircraft was destroyed upon impact and all 12 occupants were killed.