At a critical speed, a wing suddenly becomes much less effective at generating lift, and a plane can plunge precipitously.

While flying in heavy turbulence, the pilots failed to properly diagnose the severity of the problem because the pitot tube, a critical piece of equipment to the aircraft, was sending inaccurate data to the cockpit, the report said. Bonin yields the controls, and Robert finally puts the nose down. The stall warning falls silent. Bonin eases the back pressure on the stick, and the plane gains speed as its climb becomes more shallow. It will maintain this attitude with little variation all the way to the sea. They'll wonder: What instruments are reliable, and which can't be trusted? What we can say is that most probably this crew and most crews were not prepared to face such an event. The engines generate less thrust here, and the wings generate less lift. Note, however, that the plane has suffered no mechanical malfunction.

For a moment, the co-pilots are in control of the airplane. You don't have the sort of traditional discipline imposed on the flight deck when you have a captain.

"They were probably experiencing some pretty wild gyrations," Esser says. At 2:02 am, the captain leaves the flight deck to take a nap.

"If he's going straight and level and he's got no airspeed, I don't know why he'd pull back," says Chris Nutter, an airline pilot and flight instructor. What we have to continue to do is keep the human side up to speed with what the automation is doing. Intense psychological stress tends to shut down the part of the brain responsible for innovative, creative thought. As they near 2000 feet, the aircraft's sensors detect the fast-approaching surface and trigger a new alarm. Almost as soon as Bonin pulls up into a climb, the plane's computer reacts. It is just a safety investigation," Jean-Paul Troadec, the director of BEA, told ABC News. The cockpit's avionics are now all functioning normally. Upon the analysis of their contents, the French accident investigation authority, the BEA, released a report in July 2011 that to a large extent verified the initial suppositions. This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. "Despite these persistent symptoms, the crew never understood that they were stalling and consequently never applied a recovery maneuver," the report said.Investigators noted that there was no possibility of surviving the accident. "According to the report, a speed sensor on board the plane, called a pitot tube, stopped functioning after becoming clogged with ice at high-altitude while the plane was flying through a thunderstorm. The plane crashed into the Atlantic Ocean in the early morning hours of June 1, 2009 -- nearly four hours after take-off. (Salpu and Tasil are two air-traffic-position reporting points.) A warning chime alerts the cockpit to the fact that they are leaving their programmed altitude. Here is a synopsis of what occurred during the course of the doomed airliner's final few minutes. Aside from the loss of airspeed indication, everything is working fine. In the meantime Robert has been examining the radar system and has found that it has not been set up in the correct mode. The Airbus A330-200 … The stall warning continues to blare.By now the plane has returned to its initial altitude but is falling fast. The men are utterly failing to engage in an important process known as crew resource management, or CRM.

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