OK now we know this :
(Page 23 of the English report).
F-GZCP was programmed to automatically transmit its position approximately every ten minutes.
The crash likely occured within 10 minutes after the last position received.
So the -CP was right on track before the end of ACARS reception nearby TASIL. It's important because on French France2 TV an AF pilot came to speak about this report. The journalist asked him what was she doing there, but the captain could not answer because we can't know he said. All of us have read the IB/AF/LH crew comments on what was their experiences this night with diversions, either to West or East or both ways (AF459) with weather radar set to 160NM max. Following or previous aircraft started deviations well before TASIL around ORARO or even before to join the track only by/abeam ASEBA. I would be very interested to have the ACARS track of the 459 just to have a comparative idea.
Another matter is the very poor coordination between all the en-route sectors, Oceanic or not. I have a question about this.
Page 62 we can read
The aircraft's crew must establish contact with the receiving sector's controller (SAL) five minutes before passing above the control transfer point. However, for aircraft flying towards the north and those flying towards the east, the crews must contact the receiving sector ten minutes before the control transfer point to get a transponder code. This contact does not constitute a transfer of the control of the aircraft.
Can anyone confirm that SAL Control still have a working Radar? The 447 was supposed to be at POMAT at 0343 to get its squawk. even with no squawk allocated, the fact that no primary echo was detected would have been a matter to immediately start an emergency procedure.