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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, that
is 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.
The Air France procedures stipulate that before any prolonged absence from
the cockpit, the captain indicates the new allocation of tasks. He names the
(18)This time is
counted from
the moment
when the crew
member must
present himself,
at the operator’s
request, for a
fl ight or series of
fl ights and ends
at the end of the
last fl ight during
which the crew
member is on
duty (see EU-OPS
1.1095 § 1.6).
F-GZCP - 1st June 2009
63
pilot who replaces him. He specifies the conditions that would necessitate his
return to the cockpit.
Note: the ratings of the fl ight crew members on the accident fl ight meant that during the
captain’s rest the substitute fi rst offi cer had to be the one of the two who held an ATPL.
The licences and ratings of crews do not appear in fl ight 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).
The Air France general instructions state that radar watch is obligatory during
any flight, except during the day with good visibility and no clouds in sight.
The radar image is normally displayed on the two NDs. Correct functioning of
the radar is checked during taxiing.
Air France normal procedures - Systems (TU 2.2.34.11-15)
Air France Airbus A330 aircraft are equipped with the Collins WXR700X
radar. The radar image is presented on the NDs superimposed on the other
information. It can detect precipitations in liquid form greater than 1 mm/h as
well as wet hail. Thus, cloud systems made up of drops of water starting from
a certain size can be observed but the radar cannot detect dry particles of ice,
hail or snow with a diameter less than three centimetres.
In use, the radar beam has a narrow aperture angle of 3.4°, which means that it
is necessary to adjust the TILT (angle between the horizontal and the middle of
the beam) accurately, in particular according to the maximum range selected
at the ND (RANGE): 160 NM for look-ahead, 80 NM for avoidance.
The GAIN adjustment (amplification of the return signal) is normally “calibrated“
(in the CAL position) to prevent saturation. However, a manual selection can
be made.
A turbulence detection function (for the zones of precipitations in liquid form)
is available (in the WX+T or TURB position) in a radius of 40 NM, whatever the
RANGE chosen at the ND.
When cruising above 20,000 ft, a slightly downwards adjustment of the TILT is
　
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