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

 Safety and emergency procedures (SEP) certificate obtained 9 March 1998
 Airbus A330/A340 adaptation training course 21 June 1999
 General recurrent training 16 October 2008
 Recurrent Airbus A330/A340 training 30 March 2009
 Physical and mental aptitude check-up 25 June 2007
 Experience: 8,098 flying hours, including 2,091 on Airbus A330/A340
Female, aged 31
 Safety and emergency procedures (SEP) certificate obtained 5 June 2001
 Airbus A330/A340 adaptation training course 5 March 2001
 General recurrent training 2 October 2008
 Recurrent Airbus A330/A340 training 16 December 2008
 Physical and mental aptitude check-up 2 May 2008
 Experience: 5,154 flying hours, including 1,047 on Airbus A330/A340
Female, aged 31
 Safety and emergency procedures (SEP) certificate obtained 21 July 2004
 General recurrent training 21 August 2008
 Physical and mental aptitude check-up 5 November 2007
 Experience: 3,137 flying hours, of which 662 on Airbus A330/A340
Note: not fully qualifi ed on Airbus A330/A340.
Male, aged 23
 Initial back-up cabin crew member training course on 22 October 2007
 Recurrent back-up cabin crew member training on 26 August 2008
 Physical and mental aptitude check-up 14 June 2007
 Experience: 873 flying hours, of which 222 on Airbus A330/A340
Note: not an SEP holder.
1.6 Aircraft Information
Air France had owned the aircraft since April 2005. It had been delivered new.
1.6.1 Airframe
Manufacturer Airbus
Type A330-203
Serial number 0660
Registration F-GZCP
Entry into service April 2005
Certificate of
Airworthiness
N°122424/1 dated 18 April 2005 issued by the DGAC
Airworthiness
examination
certificate
2009/122424/1 valid until 17/4/2010
Utilisation as of
31 May 2009
18,870 flying hours and 2,644 cycles
F-GZCP - 1st June 2009
20
1.6.2 Engines
Manufacturer: General Electric
Type: CF6-80-E1A3
Engine No. 1 Engine No. 2
Serial number 811296 811297
Installation date 1/10/2004 1/10/2004
Total running time
18,870 hours
and 2,644 cycles
18,870 hours
and 2,644 cycles
The engines were subject to real-time monitoring in the framework of the
engine condition monitoring program. Examination of the data recorded,
including the data transmitted on the day of the accident, shows that both
engines were functioning normally.
1.6.3 Weight and balance
The aircraft left the gate with a calculated weight of 233,257 kg. The estimated
takeoff weight was 232,757 kg(11), for a maximum authorised takeoff weight of
233 t. This takeoff weight broke down as follows:
 empty weight in operating condition: 126,010 kg,
 passenger weight: 17,615 kg (126 men, 82 women, 7 children and one
baby(12)),
 weight in cargo compartment (freight and luggage): 18,732 kg,
 fuel weight: 70,400 kg.
The on-board fuel weight corresponded to forecast trip fuel of 63,900 kg,
route factor fuel of 1,460 kg, final reserve of 2,200 kg, fuel to alternate airport
reserve of 1,900 kg and 940 kg additional fuel. An LMC corrected the definitive
load sheet to take into account one passenger less without baggage.
The balance corresponding to the aircraft’s takeoff weight and given on the
definitive load sheet (after LMC) was 23.3% of the MAC, for a forward limit of
22.7% and an aft limit of 36.2% at takeoff.
On the basis of the operational flight plan, it is possible to estimate the trip
fuel at 27.8 t after a flying time of 3 h 41 min(13), the aircraft would then have
had an estimated weight of 205 t and balance comprised between 37.3%
and 37.8%(14), which is within the limits of the operating envelope (Operating
Manual TU page 12.28.10.9).
1.6.4 Condition of the aircraft before departure
On arrival of the Paris-Rio de Janeiro flight the day before the accident, the
Captain reported a problem at the level of the VHF1 selection key on RMP1. The
aircraft has three RMPs: RMP1 on the left-hand side, RMP2 on the right-hand
side and RMP3 on the overhead panel. The ground engineer had switched
round RMP1 and RMP3 to allow the aircraft to leave, in compliance with the
regulations (departure covered by a MEL). The departure covered by this MEL
item did not have any operational consequences.
(11)A quantity of
500 kg of fuel
had been taken
into account for
taxiing between
the ramp and
takeoff brakerelease.
(12)Air France
applies a standard
　
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