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alongside the glide; the localizer beam is on the runway centreline; the glide has a slope of
5.2 %;
• a VOR (PPG on the 116.25 MHz frequency) installed alongside the DME.
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1.9 Telecommunications
1.9.1 Communications with the en-route ATC centres
The crew made radio contact with the southeast (Aix en Provence) and southwest (Bordeaux)
CRNA. The crew did not notify any problems.
The communications were recorded.
1.9.2 Communications with Perpignan ATC
- ATIS information (127.875 MHz):
Information available on departure from Perpignan:
GOLF Information, recorded at 14 h 00 : VOR DME ILS approach runway 33, runway 33 in
service, transition level 050, birds in vicinity, wind calm, visibility 10 km, FEW 3300, BKN
5100, temperature 7 °C, dew point temperature 1 °C, QNH 1 019 hPa, QFE 1014 hPa.
Information available on return towards Perpignan:
HOTEL Information, recorded at 15 h 00: VOR DME ILS approach runway 33, runway 33 in
service, transition level 050, birds in vicinity, wind calm, visibility 10 km, light rain, FEW 3300,
BKN 5300, temperature 7 °C, dew point temperature 3 °C, QNH 1 019 hPa, QFE 1 013 hPa.
- Approach on 120.75 MHz: The radio communications were recorded.
- Tower on 118.30 MHz: the crew did not contact the control tower during the approach.
1.10 Aerodrome Information
Perpignan - Rivesaltes is a controlled aerodrome, open to public air traffic, located 4
kilometres northwest of the town of Perpignan. It is attached to the southeast civil aviation
management (Direction de l’aviation civile sud-est) for airport services and to southeast ATC
service (Service de la navigation aérienne sud-est) for air traffic control services.
The aerodrome has one paved runway 15/33 that is 2,500 m by 45 m and one paved runway
13/31 that is 1265 m by 20 m. The reference altitude of the aerodrome is 144 ft.
Runway 33 was in service at the time of the accident.
1.11 – Flight Recorders
In accordance with the regulations, the airplane was equipped with a cockpit voice recorder
(CVR) and a flight data recorder (FDR).
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1.11.1 Cockpit Voice Recorder (CVR)
The CVR was a protected recorder with a solid state memory capable of reproducing at least
the last two hours of recording:
 Make: Allied Signal (Honeywell)
 Type number: 980-6022-001
 Serial number: 1424
The following tracks were recorded:
1. VHF and headset microphone of the Captain (left seat), of thirty minutes duration,
2. VHF and headset microphone of the co-pilot (right seat), of thirty minutes duration,
3. VHF and public address, of thirty minutes duration,
4. Cockpit Area Microphone (CAM), of two hours duration,
5. Tracks 1, 2 and 3 mixed, of two hours duration.
An FSK signal coding the UTC time was recorded on tracks 3 and 5.
1.11.2 Flight Data Recorder (FDR)
The FDR was a protected recorder with a solid state memory capable of reproducing at least
the last twenty-five hours of recording:
 Make: Honeywell
 Type number: 980-4700-042
 Serial number : 11270
1.11.3 Data readout
The CVR and the FDR, under judicial seals, were handed over to the BEA by a senior police
officer on Sunday 30 November.
The electronic cards from the protected modules containing the recorded data were
extracted. These cards were cleaned and then dried. Attempts to read them out using
several types of independent equipment did not make it possible to recover the recorded
data.
The electronic cards were placed under judicial seal again following these operations. They
were examined at Honeywell, manufacturer of the recorders, in the United States on the 5th
and 6th of January 2009 in the context of an International Commission of Inquiry. Some shortcircuits
were discovered on the cards. Eliminating the short-circuits allowed a complete
readout of the data. The recordings were of good quality and the whole flight was included.
The graphs of the flight parameters are in appendix 1.
1.11.4 Analysis of data
The CVR and FDR recorders were synchronized in UTC based on the parameters of the
Master caution, Master Warning, BCD GMT time, GMT minute, GMT second.
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N.B.: Throughout this paragraph, except where otherwise mentioned, the headings are
magnetic headings, the speeds mentioned are computed (CAS) and altitude values are
those of the recorded parameter corrected for QNH (AMSL altitude).
Engine startup was completed at 14 h 32. The crew then performed the flight control surface
movement check. The airplane left the ramp area at 14 h 33. The Captain was Pilot flying
(PF) throughout the flight.
At 14 h 43 min 40 s, the thrust control levers were progressively moved forwards towards the
　
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