The Brazilian Air Force released information on 9 June showing that bodies from flight af447 had been recovered from locations that were more than 50 miles apart.
This two finding locations can be explained by a broke up in flight (see the New York Times 11 June) but can also be explained by the influence of the surface current: the Northern South Equatorial Current (NSEC).
This NSEC current is a westward flowing current that extends from the surface to a nominal depth of 100 m. The westward flowing NSEC is situated between 1°N and the SEUC at 3°S-5°S.... Its velocity rarely exceeds 30 cm s-1. This velocity is also confirmed by the Brazilian Navy on 11 June: "the maritime current has changed from North to a Westerly direction, with a speed of around 1,1 kilometers per hour".
This western current is also influenced by the wind. The wind was on 1 June also from the east ( see the detailed meteorological analysis of Tim Vasquez)
So we can assume that the surface-current was about 25 km per day from east to west
The AF447 tailfin was found at 8 June. So this fin traveled 8 days with the NSEC current about 200 km (= 8 x 25 km).
If you want to find the impact-location of the tailfin then start on the finding location of the fin and follow the NSEC.
So it is reasonable to assume that the impact-location will be about 200km ( = 2 degrees) more to the east then the finding location.
This drift of 200km from the impact-location to the finding-location can also explain why on two locations bodies were found.
On the impact-location the surface-currents are diverging. The south-part is going west-northwest and the north-part drifts more to the north.
You can see this surface-currents at:
The North Brazil Current
So if the plane made debris on two different moments, then small differences in time (or place) at the impact location can give after 8 days bigger differences at the finding locations.
The next scenario gives an explanation of the two separated debris locations:
Assume that the impact started with a tail-break and the first loss of bodies and debris from the tail-section (this explains the finding of the crew container, the laval door and jumpseats).
Then some moments later during the sinking of the plane a second wave of bodies and debris was going to the surface. From this second location there can be a debris-trail from the impact-location to the second finding-location.
The consequence of an impact location 200km eastwards of the finding locations (or Tasil) is that the plane was 200km in the air after the last ACARS messages.