曝光臺 注意防騙 網曝天貓店富美金盛家居專營店坑蒙拐騙欺詐消費者

operate on a waveband between 5 and 60 KHz which includes the frequency
transmitted by the underwater locator beacons. The average detection range
of the TPLs is estimated at two kilometres at least.
To optimize the use of this equipment, the BEA chartered two available ships
from the Dutch subsidiary of Louis-Dreyfus Armateurs. These two tugs were
the "Fairmount Expedition" and the "Fairmount Glacier".
The BEA also chartered the oceanographic ship «Pourquoi Pas ?» from IFREMER
together with its specialized exploration and intervention resources, the "Nautile"
submarine and the “Victor 6000” ROV, which are able to operate at a depth of up
to six thousand metres. These vehicles can also map the site of the accident.
The “Pourquoi Pas?“ has acoustic detection equipment on board:
 an acoustic Repeater,
 a SMF (multi-beam sonar) modified to operate in passive mode,
 “ROV homer“ directional hydrophones, which can be adapted to the
underwater intervention resources.
F-GZCP - 1st June 2009
48
1.16.1.4 Organisation of the underwater searches
Before the tugs and the submarine arrived at the estimated site of the accident,
a grid network was made for the search area at the CECLANT centre in Brest by
the French Navy and the BEA. The area was thus divided into blocks with sides
measuring ten arc-minute lengths (that is to say squares with sides measuring
approximately 10 NM at these latitudes, see figure in 1.16.1.1). In most of
these blocks, depths can exceed 3,500 m. The working areas were distributed
between the surface ships and the underwater resources so that the search
was carried out rapidly under good safety conditions.
The tactical coordination of the searches takes place on board of the "Pourquoi
Pas?". It is being conducted by the BEA together with the CEPHISMER personnel
(French Navy).
The SHOM detachment on board the "Pourquoi pas?" is working to improve the
knowledge of the topography of the area. The deep sea multi-beam probe can
be used to collect depth data. Current measurement data and data related to
the measurement of the speed of sound in the water are also being processed.
In order to use the towed pinger locators, they are towed at approximately
three knots as close as possible to the seabed. In order to systematically cover
the area, the tugs use lines with a spacing of 2.5 km. This takes into account
the scan swath of the TPL which is approximately 2 NM.
1.16.2 ACARS messages
1.16.2.1 ATC messages
No ATC messages were received or transmitted by F-GZCP. Only three attempts
were made to connect with the Dakar centre ADS-C system and were recorded
on 1st June at 1 h 33, 1 h 35 and 2 h 01. The three requests were refused with
a FAK4 code, meaning that the control system had detected the absence of
a flight plan for this aircraft or that there was a mismatch between the flight
plan filed for this registration number, the flight number and the reported
position.
1.16.2.2 Operational messages
The first position message (AOC type message) was transmitted on 31 May at
22 h 39. On 1st June at 2 h 10 min 34, the last position received was latitude
+2.98° (North) and longitude -030.59° (West). The position transmitted was the
aircraft’s FM position which, in normal conditions, is close to the GPS position.
Other operational messages were sent to the aircraft, including aircraft loading
data (load sheet), takeoff charts and meteorological information.
1.16.2.3 Maintenance messages
Twenty-six maintenance messages relative to flight AF447 were received.
Twenty-four of them were received on 1st June between 2 h 10 and 2 h 15.
F-GZCP - 1st June 2009
49
The first two messages were received the day before at 22 h 45. These were
a class 2 fault message and a related MAINTENANCE STATUS TOILET cockpit
effect message. The fault message, “LAV CONFIGURATION” (ATA 383100,
source VSC*, HARD) represented a toilet configuration difference between the
airplane and that included in one of the associated systems.
1.16.2.4 Analysis of the messages received on 1st June from 2 h 10 onwards
The messages received on 1st June after 2 h 10 all transited via the same
satellite (Atlantic Ocean West, operated by the Inmarsat Company) and SITA’s
ACARS network. The twenty-four raw maintenance messages are listed in the
table below:
Time of
reception(17) Message
02:10:10 - .1/WRN/WN0906010210 221002006AUTO FLT AP OFF
02:10:16 - .1/WRN/WN0906010210 226201006AUTO FLT REAC W/S DET FAULT
02:10:23 - .1/WRN/WN0906010210 279100506F/CTL ALTN LAW
　
中國航空網 www.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Interim report on the accident on 1st June 2009 to the Airbu(17)