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Yoff aerodrome with a French crew. The crew is completed with Senegalese observers.
The aircraft made available is of the Breguet Atlantique19, Falcon 200 Gardian, or Falcon 50
SURMAR type.
The crew is on alert day and night with three hours notice. If the planned mission with the
Breguet Atlantique is longer than seven or eight hours, an additional fuel load must be taken
and additional time before take-off must be taken into account.
The aircraft is deployed for a SAR mission on request from the SAR Coordination Centre of
the Dakar General Staff.
The SAR aircraft's area of action includes the two Dakar land and Dakar ocean search and
rescue regions.
The FIR map below is extracted from the Operating Manual of the DAKAR control centre.
19 The airplane is in fact a Dassault Atlantique 2, a modernised version of the Breguet Atlantique
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1.17.5 Experimental implementation of the ADS-C system at Dakar
The paragraphs below present some provisions of the AIC NR 13/A/08GO of 30 October
2008 issued by Senegal.
Experiment
Within the framework of the improvement of the control services provided to users, the
ASECNA has installed an automatic flight data processing system (FPDS) in the Dakar and
Niamey en-route control centres. The operational commissioning of the system's
functionalities will take place in two phases:
• the first phase, subject of an aeronautical information circular, consists of preoperational
implementation by means of an operational use as a test of the functionalities,
• the second phase concerns the definitive operational implementation, the dates of
which will be published by NOTAM.
The system is mainly made up of the following functionalities:
• automated processing of flight plans,
• display of the aerial situation based on the data in the flight plans,
• automatic dependent surveillance,
• ground to air communications by data-link.
The system also includes decision-making support tools for the use of the controller, such as
automatic management of strips and the management of system alerts.
Connection procedure in the DAKAR FIR (DAKAR land and DAKAR ocean)
The first connection with the system is made by the crew. For flights entering the DAKAR
control region from an FIR not equipped with CPDLC, the DAKAR control centre demands
the connection at least twenty minutes before entry into the DAKAR FIR. For flights from a
FIR equipped with CPDLC, the first connection must occur five minutes before entry into the
DAKAR FIR.
The pre-operational deployment of the system has been effective since 1st November 2008
at 00 h 01. NOTAM A0 115-9 extended the pre-operational period until 29 July 2009.
1.18 Additional information
1.18.1 Events associated with erroneous air speed indications
The BEA asked Airbus, the NTSB, IATA, the DGAC and all French operators to provide
information relative to incidents in cruise flight during which a loss or inconsistency of speed
indications was observed or reported by the crew. The collection of this information is ongoing
and analysis of the events already received is in progress. However, this analysis is
difficult because of the different nature of data from a flight recorder and the PFR messages.
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1.18.2 Brief history of the Pitot probes on Airbus A330 / A340
The conditions under which the probes that equip the Airbus A330/A340 have evolved are
being examined by the investigators.
In 2001, following some inconsistent speed problems, it was decided to replace, before the
end of December 2003, the Rosemount probes that then equipped the A330 by Goodrich
0851 HL probes or Thales C16195AA probes.20
Service Bulletins, issued in 2007 then revised in 2008, had recommended the replacement
on A330/A340 airplanes of C16195AA probes by C16195BA probes.
On the date of the accident, Airbus A330 / A340 aircraft were equipped with three standards
of Pitot probe:
• BF Goodrich Aerospace probes, type 0851 HL,
• Thales Avionics probes of types C16195AA(22) and C16195BA.
It should be noted that any improvements that this change of standard could bring to cases
of speed inconsistencies encountered in cruise had not been formally established.
In February 2009, at the request of Airbus, Thales carried out a comparative study of the
behaviour in icing conditions at high altitude of the two standards, C16195AA and
C16195BA. This study concluded that the C16195BA standard performed better, without
however it being possible to reproduce on the ground all the conditions that could be
encountered in reality.
At the end of April 2009 at the suggestion of Airbus, Air France initiated an in-service
　
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