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• Physical and mental aptitude check-up 25 June 2007
• Experience: 8,098 flying hours, including 2,091 on Airbus A330/A340
Female, aged 31
• Safety and emergency procedures (SEP) certificate obtained 5 June 2001
• Airbus A330/A340 adaptation training course 5 March 2001
• General recurrent training 2 October 2008
• Recurrent Airbus A330/A340 training 16 December 2008
• Physical and mental aptitude check-up 2 May 2008
• Experience: 5,154 flying hours, including 1,047 on Airbus A330/A340
Female, aged 31
• Safety and emergency procedures (SEP) certificate obtained 21 July 2004
• General recurrent training 21 August 2008
• Physical and mental aptitude check-up 5 November 2007
• Experience: 3,137 flying hours, of which 662 on Airbus A330/A340
Note: not fully qualified on Airbus A330/A340.
Male, aged 23
• Initial back-up cabin crew member training course on 22 October 2007
• Recurrent back-up cabin crew member training on 26 August 2008
• Physical and mental aptitude check-up 14 June 2007
• Experience: 873 flying hours, of which 222 on Airbus A330/A340
Note: not an SEP holder.
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1.6 Aircraft information
Air France had owned the aircraft since April 2005. It had been delivered new.
1.6.1 Airframe
Manufacturer Airbus
Type A330-203
Serial number 0660
Registration F-GZCP
Entry into service April 2005
Certificate of Airworthiness N°122424/1 dated 18 April 2005 issued by the DGAC
Airworthiness examination
certificate
2009/122424/1 valid until 17/4/2010
Utilisation as of 31 May 2009 18,870 flying hours and 2,644 cycles
1.6.2 Engines
Manufacturer: General Electric
Type: CF6-80-E1A3
Engine No. 1 Engine No. 2
Serial number 811296 811297
Installation date 1/10/2004 1/10/2004
Total running time 18,870 hours and 2,644 cycles 18,870 hours and 2,644 cycles
The engines were subject to real-time monitoring in the framework of the engine condition
monitoring program. Examination of the data recorded, including the data transmitted on the
day of the accident, shows that both engines were functioning normally.
1.6.3 Weight and balance
The aircraft left the gate with a calculated weight of 233,257 kg. The estimated takeoff weight
was 232,757 kg (11), for a maximum authorised takeoff weight of 233 t. This takeoff weight
broke down as follows:
• empty weight in operating condition: 126,010 kg,
• passenger weight: 17,615 kg (126 men, 82 women, 7 children and one baby (12)),
• weight in cargo compartment (freight and luggage): 18,732 kg,
• fuel weight: 70,400 kg.
(11) A quantity of 500 kg of fuel had been taken into account for taxiing between the ramp and takeoff
brake-release.
(14) Air France applies a standard weight of 91 kg for a man, 72 kg for a woman and 35 kg for a child,
which is compatible with the European regulations.
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The on-board fuel weight corresponded to forecast trip fuel of 63,900 kg, route factor fuel of
1,460 kg, final reserve of 2,200 kg, fuel to alternate airport reserve of 1,900 kg and 940 kg
additional fuel. An LMC corrected the definitive load sheet to take into account one passenger
fewer without baggage.
The balance corresponding to the aircraft’s takeoff weight and given on the definitive load
sheet (after LMC) was 23.3% of the MAC, for a forward limit of 22.7% and an aft limit of
36.2% at takeoff.
On the basis of the operational flight plan, it is possible to estimate the trip fuel at 27.8 t after
a flying time of 3 h 41 min (13), the aircraft would then have had an estimated weight of 205 t
and balance comprised between 37.3% and 37.8 % (14), which is within the limits of the operating
envelope (Operating Manual TU page 12.28.10.9).
1.6.4 Condition of the aircraft before departure
On arrival of the Paris-Rio de Janeiro flight the day before the accident, the Captain reported
a problem at the level of the VHF1 selection key on RMP1. The aircraft has three RMPs:
RMP1 on the left-hand side, RMP2 on the right-hand side and RMP3 on the overhead panel.
The ground engineer had switched round RMP1 and RMP3 to allow the aircraft to leave, in
compliance with the regulations (departure covered by a MEL). The departure covered by
this MEL item did not have any operational consequences.
1.6.5 Maintenance operations follow-up
Daily and weekly checks are carried out. They make it possible to perform preventive
maintenance tasks and correct any problems reported after flights by the crew.
Type A checks, on the Airbus A330, are carried out every 800 flying hours, which represents
a check every two months approximately for an airline such as Air France. This check consists
　
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