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 flight management and guidance system,
 ground proximity warning system,
 transponder,
 slats and flaps control system.
1.6.7 Checks and maintenance of the Pitot probes
The Pitot probes and maintenance actions are described in the operator’s
maintenance manual.
The Pitot probes are subject to a daily visual inspection by a mechanic, who
checks their general condition. The crew performs the same type of check
before each flight.
During Type C checks, the following operations are performed on the Pitot
probes:
 cleaning of the complete probe using compressed air (“blowing” operation),
 cleaning of the drains with a specific tool,
 test and check of probe heating by the standby electrical power supply system,
 check of the sealing of the circuits.
F-GZCP - 1st June 2009
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In the case of speed inconsistencies being reported by the crew, corrective
actions are the same as those in the Type C checks.
1.6.8 ACARS communication system
The ACARS system, integrated in the ATSU on Air France’s Airbus A330, is used
to transmit non-vocal messages between an aircraft and the ground by VHF or
satellite communication. It can be used in particular by operators to transmit
information in real time (meteorological data, flight progress information, etc.).
There are three major categories of message that can be transmitted:
 non-vocal (ATC) communication messages with an air traffic control centre
(CPDLC in particular),
 operational communication messages (AOC) with the operator’s operations
centre,
 maintenance messages, exclusively from the aircraft to the maintenance
centre.
ACARS messages are transmitted as a priority by VHF or by satellite if VHF is
unavailable. They pass through an ACARS service provider’s server (ARINC or
SITA) before arriving at the operator’s centre.
Information relative to the network (processing by the ground station
and/or service provider’s server) and information relative to the satellite (type
of message, channel used, etc.) is added to the useful message.
The ATC and operational messages are generated by the ATSU. The maintenance
messages are generated by the CMC and transferred to the ATSU before being
transmitted. Of these three types of message, it is the ATC messages that have
the highest priority.
Note: the operator can confi gure part of the ATSU (the AOC part in particular) so as to
fi lter the maintenance messages transmitted or to send specifi c types of information
relative to the fl ight.
F-GZCP was programmed to automatically transmit its position approximately
every ten minutes.
F-GZCP - 1st June 2009
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1.6.9 Centralised Maintenance System
The aircraft has a Centralised Maintenance System (CMS) whose role is to
facilitate maintenance operations. It acquires and saves certain messages
transmitted by the Flight Warning System (FWS) or the test functions
integrated in the systems (BITE). It generates maintenance reports, including
the CFRs (when the aircraft is in flight) and PFRs (once the aircraft has landed).
The CMS groups together two Central Maintenance Calculators (CMC) and the
various systems’ integrated test functions.
1.6.9.1 Flight Reports (CFR and PFR)
The CFR is made up of all the maintenance messages generated on-board an
aircraft in flight. Once on the ground, the system generates a more elaborate
report, called the PFR.
A maintenance-related message may be:
 a fault message reflecting the triggering of a monitoring process which
may inform on the status or functioning of the system concerned,
 a cockpit effect message reflecting an indication presented in the cockpit
(for example an ECAM message or a flag).
Note: the term ‘fault’ means the triggering of a monitoring process that may, in certain
cases, refer to a failure.
There are three classes of fault messages:
 class 1: these have operational consequences and are accompanied by at
least one cockpit effect (not necessarily recorded in the CFR),
 class 2: these do not have any operational consequences; they are
accompanied by one or more “MAINTENANCE STATUS” messages that are
only brought to the attention of the crew via the ECAM’s STATUS page
once on the ground,
 class 3: these messages can only be consulted on the ground, by using
each calculator’s BITE systems; these messages are therefore not included
in the CFR or PFR.
Unlike the CFR, the PFR presents correlations between the fault and cockpit
　
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本文鏈接地址：Interim report on the accident on 1st June 2009 to the Airbu(8)