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destination and alternate airports and relevant airports on the route, including
the ETOPS support airports along with the SIGMET.
A dossier thus constituted meets the regulatory requirements.
The criteria for selecting a SIGMET in a flight dossier via EOLE are:
1. the FIR involved with regard to the planned route,
2. the validity at the time of printing of the set of documents.
Note: ICAO Annex 3 does not impose any requirements related to the selection of the
SIGMETs.
According to testimony, the request for the printing of part C of the flight
dossier was made after the printing of parts A and B of the dossier and shortly
before the arrival of the crew, i.e. between 19 h 00 and 20 h 00. The time of
this transaction was not recorded. In this interval, the SIGMETs that satisfied
the selection criteria were:
 SIGMET 5 SBRE (RECIFE) of 31 May from 18 h 00 to 22 h 00
 SIGMET 7 SBAO (ATLANTICO) of 31 May from 18 h 00 to 22 h 00
 SIGMET 7 GOOO (Oceanic DAKAR) of 31 May from 16 h 35 to 20 h 35. The
route of flight AF447 did not enter into the area of this SIGMET.
Note: the EU-OPS regulations specify that the operator must ensure that the information
on the fl ight is retained on the ground until it has been copied and archived. By
"information on the fl ight" it means:
 a copy of the operational flight plan,
 a copy of the relevant parts of the aircraft’s equipment report,
 the NOTAMS concerning the route if they are specifically printed out by
the operator,
 the documentation about the weight and balance,
 the notifications concerning the special loads.
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The documents about meteorological information supplied to crews are not
subject to this requirement.
The crew also had the option of using a computer application (EOLE) to
consult a colour screen showing other meteorological charts (particularly the
tropopause and icing chart) and satellite photos and printing them in black
and white.
Note: on the crew’s OCTAVE fl ight plan there was additional turbulence information
(SHEAR RATE) calculated according to the estimated wind gradient, between 0/1/2, weak
and 7/8/9, strong. Between the NTL and CVS reporting points the highest value was 2,
around point INTOL. This value did not take into account turbulence of convective origin.
1.17.1.4 Flight follow-up
The following operational information was exchanged via ACARS:
 at 22 h 51 the crew asked for and received the METAR of the Brazilian
airfields of Belo Horizonte, Salvador de Bahia and Recife,
 at 0 h 31 dispatch sent the following message:
“BONJOUR AF447
METEO EN ROUTE SAILOR :
 o PHOTO SAT DE 0000Z : CONVECTION ZCIT SALPU/TASIL
 o PREVI CAT : NIL
 SLTS DISPATCH”,
 at 0 h 33 the crew asked for and received the METAR and TAF of Paris
Charles de Gaulle, San Salvador and Sal Amilcar airports,
 at 0 h 57 the crew inquired about the use of the second ETOPS support
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.
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
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62
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.
　
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