Air France

Airbus A320-214

Air France flight AF4236, an Airbus A320-214, encountered turbulence while descending through FL200 towards the destination Ajaccio. Two passengers and three crew members were injured.

Airbus A330

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.

Airbus A340-300

The Air France Airbus A340-313 aircraft (registration F-GLZQ, serial number 0289) departed Paris, France, at 1153 Coordinated Universal Time (UTC) as Air France Flight 358 on a scheduled flight to Toronto, Ontario, with 297 passengers and 12 crew members on board. Before departure, the flight crew members obtained their arrival weather forecast, which included the possibility of thunderstorms. While approaching Toronto, the flight crew members were advised of weather-related delays. On final approach, they were advised that the crew of an aircraft landing ahead of them had reported poor braking action, and Air France Flight 358’s aircraft weather radar was displaying heavy precipitation encroaching on the runway from the northwest. At about 200 feet above the runway threshold, while on the instrument landing system approach to Runway 24L with autopilot and autothrust disconnected, the aircraft deviated above the glideslope and the groundspeed began to increase. The aircraft crossed the runway threshold about 40 feet above the glideslope. During the flare, the aircraft travelled through an area of heavy rain, and visual contact with the runway environment was significantly reduced. There were numerous lightning strikes occurring, particularly at the far end of the runway. The aircraft touched down about 3800 feet down the runway, reverse thrust was selected about 12.8 seconds after landing, and full reverse was selected 16.4 seconds after touchdown. The aircraft was not able to stop on the 9000-foot runway and departed the far end at a ground speed of about 80 knots. The aircraft stopped in a ravine at 2002 UTC (1602 eastern daylight time) and caught fire. All passengers and crew members were able to evacuate the aircraft before the fire reached the escape routes. A total of 2 crew members and 10 passengers were seriously injured during the crash and the ensuing evacuation.

Aérospatiale-BAC Concorde

On Tuesday 25 July 2000 the Concorde registered F-BTSC, operated by Air France, took off from Paris Charles de Gaulle to undertake charter flight AF4590 to New York with nine crew members (3 FC, 6 CC) and 100 passengers on board. The Captain was Pilot Flying (PF), the First Officer was Pilot Not Flying (PNF). The total weights of the aircraft and of the fuel on board stated by the Flight Engineer (FE) at the time the aircraft started out were 186.9 t and 95 t respectively. The speeds selected by the crew were V1: 150 kt, VR: 198 kt, V2: 220 kt. At 13 h 58 min 27 s, the crew contacted ATC on the Flight data frequency and requested the whole length of runway 26 right for a takeoff at 14 h 30. At 14 h 07 min 22 s, the controller gave start-up clearance and confirmed runway 26 right for takeoff. At 14 h 34 min 38 s, the Ground controller cleared the aircraft to taxi towards the runway 26 right holding point via the Romeo taxiway. At 14 h 40 min 02 s, the Loc Sud controller cleared 4590 to line up. At 14 h 42 min 17 s, he gave it takeoff clearance, and announced a wind from 090° at 8kt. The crew read back the takeoff clearance. The FE stated that the aircraft had used eight hundred kilos of fuel during taxiing. At 14 h 42 min 31 s, the PF commenced takeoff. At 14 h 42 min 54.6 s, the PNF called one hundred knots, then V1 nine seconds later. A few seconds after that, tyre No 2 (right front) on the left main landing gear was destroyed after having run over a piece of metal lost by an aircraft that had taken off five minutes before. The destruction of the tyre in all probability resulted in large pieces of rubber being thrown against the underside of the left wing and the rupture of a part of tank 5. A severe fire broke out under the left wing and around the same time engines 1 and 2 suffered a loss of thrust, severe for engine 2, slight for engine 1. By 14 h 43 min 13 s, as the PF commenced the rotation, the controller informed the crew the presence of flames behind the aircraft. The PNF acknowledged this transmission and the FE announced the failure of engine 2. The recorded parameters show a transient loss of power on engine 1 that was not mentioned by the crew. At around 14 h 43 min 22 s the engine fire alarm sounded and the FE announced "shut down engine 2" then the Captain called for the "engine fire" procedure. A few seconds later, the engine 2 fire handle was pulled and the fire alarm stopped. The PNF drew the PF’s attention to the airspeed, which was 200 kt. At 14 h 43 min 30 s, the PF called for landing gear retraction. The controller confirmed the presence of large flames behind the aircraft. At 14 h 43 min 42 s the engine fire alarm sounded again for around 12 seconds. It sounded for the third time at about 14 h 43 58 s and continued until the end of the flight. At 14 h 43 min 56 s, the PNF commented that the landing gear had not retracted and made several callouts in relation to the airspeed. At 14 h 43 min 59 s, the GPWS alarm sounded several times. The FO informed ATC that they were trying for Le Bourget aerodrome. The recorded parameters then indicate a loss of power on engine 1. A few seconds later, the aircraft crashed onto a hotel at “La Patte d’Oie” in Gonesse at the intersection of the N17 and D902 roads. The aircraft was totally destroyed by impact forces and a post crash fire and all 109 occupants were killed as well as four people working in the hotel. Five other employees were injured. The aircraft was chartered by the German Operator Deilmann to carry German tourists to New York. On board were nine French citizens (all crew members), 96 Germans, two Danish, one American and one Austrian.

Boeing 737-200

Air France Flight 7638, a Boeing 737-228, operated on a domestic flight from Paris-Charles de Gaulle Airport to Biarritz. The co-pilot on the flight was Pilot Flying (PF). While en route, about an hour before arrival, the flight crew listened out the ATIS frequency. The latest report mentioned a visibility of 10 km, a headwind of 15 to 30 kt and rain. When descending towards Biarritz the crew obtained an avoidance heading to bypass a thunderstorm cell. The flight was subsequently cleared for an ILS DME Cat I for runway 27. In the four minutes before landing, the visibility was 1500 metres in a squall, wind 6 kt with gusts to 3 kt, its direction changing from 250° to 290°, with variations up to 330°. The Vref is 129 kt and the Vapp 149 kt. The controller cleared the flight for landing and indicated a wind of 250° at 16 kt, gusts to 30 kt and heavy rain. The first officer disconnected the autopilot and autothrottle at an altitude of approximately 1200 ft, while established on the ILS. As the aircraft descended through 1100 feet, the captain was able to see the runway ahead. On short final, the controller reported a wind of 280° at 15 to 30 kt. The aircraft gradually deviated to the left of the centre line. The captain said: "a little to the left". The aircraft then gradually returned to align with the runway centreline. The PF banked the aircraft to the left as it slightly overshot the runway centreline. The aircraft passed the threshold approximately 4 m to the right of the centreline, parallel to it, with its wings horizontal. The PF started the flare with a slight bank to the left. The thrust reduction occurred a few seconds later. The left main gear touched the runway first at an indicated airspeed of 148 kt, while the aircraft was 12 m to the left of the runway centreline. The aircraft moved 7 m to the left, rolling on the only left main gear for about two seconds. The PF used the control column and the rudder pedals to steer the airplane to the right. The right main gear touched the runway while the left wheels were about 3 m from the edge of the runway. The PF corrected the trajectory using the rudders, without using the full amplitude. The aircraft exited the runway on the left at a speed of 133 kt. The nose gear struck the concrete support of a light and broke. The right gear was damaged and the aircraft rolled approximately 400 m off the runway and came to rest near the runway, 1150 m from the threshold.

Airbus A300

On December 24, prior to departure from Algiers-Houari Boumediene Airport, four members of the Groupe Islamique Armé (GIA) hijacked the aircraft that remained parked there for two days. On December 26, the aircraft was flown to Marseille. After being parked there for few hours, the aircraft was stormed by French Police Forces. Few hand grenades exploded in the main cabin and the cockpit, causing serious damages to the aircraft. All four terrorists and three passengers were killed during the attack. Ten other people were injured.

Airbus A320

A newly delivered Airbus A320, F-GFKC, was destroyed when it impacted trees during a low pass over the runway at Mulhouse-Habsheim Airport, France. A fire broke out, killing three occupants. The Mulhouse Flying Club had requested Air France to perform a fly by at their air show at Mulhouse-Habsheim Airport on June 26, 1988. Air France prepared a low speed pass with the gear down at 100 feet and the another pass at high speed in clean configuration. While Air France had performed more than twenty low passes since 1987, the altitude of 100 feet was not allowed according to regulations. French air safety regulations imposed a minimum VFR overflight height of 170 feet. The fly by was to be performed using an Airbus A320, an aircraft model that was introduced by launching customer Air France in March 1988. F-GFKC was the third A320 in the fleet and had been delivered on June 23. The flight crew scheduled to perform the demonstration flight were two captains: the head of A320 training subdivision (Pilot Flying) and a captain participating in the placing into service of the A320(Pilot Monitoring). On board the flight were four cabin crew members and 130 passengers. The aircraft took off from nearby Basel-Mulhouse Airport at 14:41 and climbed to 1000 feet agl. The crew started the descent three minutes later and Habsheim was in sight at 450 feet agl. The Pilot Monitoring informed the Pilot Flying that the aircraft was reaching 100 feet at 14:45:14. The descent continued to 50 feet 8 seconds later and further to 30-35 feet. Go-around power was added at 14:45:35. The A320 continued and touched trees approximately 60 meters from the end of runway 34R at 14:45:40 with a 14 degree pitch attitude and engines at 83% N1. The plane sank slowly into the forest and a fire broke out.

Boeing 747-200

Air France flight 091 was involved in runway excursion accident at Rio de Janeiro-Galeão International Airport, Brazil. The aircraft, a Boeing 747-200, took off from Paris-Charles de Gaulle Airport, France at 21:30 UTC on a flight to Santiago, Chile with en route stops at Rio de Janeiro and Buenos Aires, Argentina. The flight to Rio de Janeiro took about eleven hours and was uneventful. At 08:34 UTC the aircraft touched down on runway 14, 400 meters from the threshold. After reversers were set, the aircraft deviated from the runway heading and at 2,000 meters from the threshold it veered off the right side of the runway. The aircraft ran over the grass for 765 meters, until passing over a drainage ditch and the load apron concrete step, where the landing gears folded aft with the left wing gear completely separating. On the load apron concrete the aircraft spun around for 275 meters until stopping, after the left outboard wing section struck an illumination stand. For a few seconds engines 2, 3 and 4 kept running at maximum reverse thrust, while engine number one run operated at full forward thrust. After the engines were shut down, the passengers evacuated using three of the aircraft's left hand side escape slides. The fire that started on the area near engines number 2 and 3 was extinguished by the airport fire fighters. It appeared that the n°1 engine throttle cable had broken, making it impossible for the flight crew to control engine power. The engine had accelerated to an unusually high level of (forward) thrust (above takeoff power).

Airbus A300

During the takeoff roll at Sana'a Intl Airport, at a speed of 95 knots, the crew noticed a loud bang followed by vibrations. The captain decided to abandon the takeoff procedure and initiated an emergency braking maneuver. The airplane came to rest on runway with its right wing on fire. All 124 occupants were evacuated safely, nevertheless, two passengers were slightly injured. The aircraft was considered as damaged beyond repair.

Sud-Aviation SE-210 Caravelle

While taxiing at Frankfurt-Main Airport, the pilot-in-command lost control of the airplane that collided with a fence and ground lights marking construction work before coming to rest. The right wing was seriously damaged and a tank was punctured, causing 500 liters of fuel to leak on the ground. All 41 occupants were evacuated safely while the aircraft was damaged beyond repair.