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Gaulle, San Salvador and Sal Amilcar airports,
• at 0 h 57 the crew inquired about the use of the second ETOPS backup aerodrome
and dispatch replied at 1 h 02
• at 1 h 13 the crew asked for and received the Dakar, Nouakchott and Natal METAR
and TAF,
• the regulatory bilateral contact before entering an ETOPS zone (SALPU, estimated at
1 h 48 by the crew) took place between 1 h 17 and 1 h 19.
Note: the crew could take the option of requesting SIGMET by ACARS. This functionality was not
used by the crew.
1.17.2 Work cycles and flight crew rest
1.17.2.1 Regulatory references
The limitations on flying time and requirements in terms of flight crew rest were harmonised
at a European level by EU-OPS (Sub-part Q of Appendix III). As of 1st June 2009, the
applicable version of EU-OPS is that of Commission Regulation 859/2008, dated 20 August
2008 modifying Regulation 3922/91.
At a national level, these provisions were completed by the Order of 25 March 2008, made in
application of the EU-OPS, modified by the Orders of 13 June 2008 and 9 July 2008.
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The objective of Sub-part Q, to guarantee that crews have sufficient rest to ensure the safety
of flights, is presented in EU-OPS 1.1090. To satisfy this objective, Sub-part Q introduces
two major principles: flight duty time and the minimum rest period before flight duty (EU-OPS
1.1110). Therefore, EU-OPS only deals with rest periods preceding a series of flights; the
rest periods after a series of flights are considered to be part of the social domain and, due to
this, are taken into account in France by the Civil Aviation Code, in particular its Articles
D422-1 to 13.
1.17.2.2 Parts of the regulations applicable to flight AF447
For a flight without a stopover the daily flying duty time (18), including the flight preparation
tasks, is limited to 13 hours. In the case of a night flight (in the assumed low phase of the
circadian rhythm) this time is reduced by two hours as a maximum depending on the period
of the night in question. This time may be extended up to 18 hours by reinforcing the crew
(three flight crew members for an aircraft certified with two pilots) when the flight crew have a
rest facility separated from the cockpit and isolated from the passengers, made up of a
couchette (which was the case on board F-GZCP).
Each member of the flight crew must be able to rest for at least one hour thirty minutes
continuously during flying duty time.
1.17.2.3 Air France Procedures
Composition of the flight crew
The airline agreements signed with the flight personnel's trade union organisations organise
the flight time limitations and rest periods within Air France according to requirements that
are more restrictive than the regulations in force.
Within this framework, the maximum flying duty time is set at ten hours. This flying duty time
can be extended to sixteen and a half hours by reinforcing the crew. The flight time can be
extended to thirteen and a half hours.
Since the programmed flying duty time of flight AF447 was 12 h 45, the flight crew was
reinforced and increased to three pilots (one captain and two co-pilots).
Flight crew members rest on board
On Airbus A330-203 type aircraft operated by Air France, a rest station intended for the flight
crew is installed behind the cockpit. It includes two couchettes.
The reinforcement crew members are present in the cockpit and actively monitor the flight
from the departure briefing to FL200 and from the arrival briefing to the gate.
Outside of these flight phases, each member of the flight crew must be able to rest for at
least an hour and a half continuously during the flight duty time.
The captain sets the procedures for each member of the crew taking their rest.
(18) This time is counted from the moment when the crew member must present himself, at the
operator's request, for a flight or series of flights and ends at the end of the last flight during which the
crew member is on duty (see EU-OPS 1.1095 § 1.6)
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The Air France procedures stipulate that before any prolonged absence from the cockpit, the
captain indicates the new allocation of tasks. He names the pilot who replaces him. He
specifies the conditions that would necessitate his return to the cockpit.
Note: the ratings of the flight crew members on the accident flight meant that during the captain's rest
the substitute first officer had to be the one of the two who held an ATPL. The licences and ratings of
crews do not appear in flight dossiers. .
1.17.3 Instruction for use of the on-board weather radar
Operational instructions (General Operations Manual, In-flight Procedures, General
Instructions – Foreword, § 6 Use of on-board radar).
　
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