As the plane approaches 10,000 feet, Robert tries to take back the controls, and pushes forward on the stick, but the plane is in "dual input" mode, and so the system averages his inputs with those of Bonin, who continues to pull back. He pulls back on the side stick to put the airplane into a steep climb, despite having recently discussed the fact that the plane could not safely ascend due to the unusually high external temperature. You may be able to find more information about this and similar content at piano.io Air France Flight 447 Crash 'Didn't Have to Happen,' Expert SaysNearly 100 GOP, Independent officials launch group backing Biden Trump encourages supporters to vote twice, which is illegalFrom raising objections to raising millions: Harris' husband Doug EmhoffBlack man killed by Rochester police is remembered as lovingFrench officials release report on one of the worst airline crashes in history.French officials release report on one of the worst airline crashes in history. "Apparently that didn't happen."
What's going on? An even fuller picture emerged with the publication of a book in French entitled We now understand that, indeed, AF447 passed into clouds associated with a large system of thunderstorms, its speed sensors became iced over, and the autopilot disengaged. Therefore, Bonin may have assumed that the stall warning was spurious because he didn't realize that the plane could remove its own restrictions against stalling and, indeed, had done so.Another of the pitot tubes begins to function once more. While it is gaining altitude, it is losing speed, until it is crawling along at only 93 knots, a speed more typical of a small Cessna than an airliner. Just then, an alarm sounds for 2.2 seconds, indicating that the autopilot is disconnecting. "They were probably experiencing some pretty wild gyrations," Esser says. At 2:02 am, the captain leaves the flight deck to take a nap.

At first, the younger pilot thinks that something is wrong with the air-conditioning system, but Robert assures him that the effect is from the severe weather in the vicinity.

Because they are flying through clouds, the pilots turn on the anti-icing system to try to keep ice off the flight surfaces; ice reduces the plane's aerodynamic efficiency, weighs it down, and in extreme cases, can cause it to crash. While the airplane's avionics track crucial parameters such as location, speed, and heading, the human beings can pay attention to something else.

The plane crashed into the Atlantic Ocean in the early morning hours of June 1, 2009 -- nearly four hours after take-off.According to the tapes, First Officer Cedric Bonin, a 32-year-old pilot who had fewer than 5,000 flight hours under his belt, was at the controls but had never been in this situation before at high-altitude. Air France Flight 447 was en route from Rio de Janeiro to Paris on May 31, 2009 on an overnight trip when it vanished. At a critical speed, a wing suddenly becomes much less effective at generating lift, and a plane can plunge precipitously. "I think there's a training gap that still exists," he said. Air France flight 447 was a scheduled passenger flight from Rio de Janeiro, Brazil to Paris, France, which crashed in June 2009. But because he is holding the stick all the way back, the nose remains high and the plane has barely enough forward speed for the controls to be effective. As The matter might have rested there, were it not for the remarkable recovery of AF447's black boxes in April 2011. The captain, Marc Dubois, a veteran with more than 11,000 hours of flight time, tells him it is St. Elmo's fire, a phenomenon often found with thunderstorms at these latitudes. He is probably referring to the plane's vertical speed. What we have to continue to do is keep the human side up to speed with what the automation is doing.

Unfortunately, he, too, seems unaware of the fact that the plane is now stalled, and pulls back on the stick as well. "Air France Flight 447 was en route from Rio de Janeiro to Paris on May 31, 2009 on an overnight trip when it vanished. If Bonin were to let go of the controls, the nose would fall and the plane would regain forward speed. But he is not at sea level; he is in the far thinner air of 37,500 feet. The problems that occur from this point forward are entirely due to human error.Bonin's statement here offers a crucial window onto his reasoning. Then the stall warning sounds. The co-pilot in the right-hand seat, an inexperienced 32-year-old named Pierre-Cédric Bonin, asks, "What's that?" There is no time left to build up speed by pushing the plane's nose forward into a dive. This is a natural result of having two co-pilots flying the plane.

As they near 2000 feet, the aircraft's sensors detect the fast-approaching surface and trigger a new alarm.

Note, however, that the plane has suffered no mechanical malfunction. "There's no way to even tell how many lives have been saved by the automation that are in aircraft. "The crew's failure to diagnose the stall situation and consequently a lack of inputs that would have made it possible to recover from [the accident]" was a contributing factor, it concluded.Airbus said in a statement to ABC News that it has been working to improve the pitot tubes and is taking measures to avoid such accidents in the future.

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