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but this flag does not appear. The display of these flags is not captured by the
CMC that the aircraft was equipped with.
ADIRU2 (1FP2) (2 h 11)
ATA: 341234
Source: IR2
Identifiers: *EFCS1, IR1, IR3
Class 1, HARD
This message has not been fully explained at this stage of the investigation. It
was generated by IR 2, but it is possible that the correlation window had been
opened by EFCS 1 via a class 2 message.
FMGEC1 (1CA1) (2 h 13)
ATA: 228334
Source: AFS
Identifiers: -
Class 1, INTERMITTENT
This message has not been fully explained at this stage of the investigation.
The fact that it was “INTERMITTENT” means that the fault was detected for less
than 2.5 seconds.
F-GZCP - 1st June 2009
57
1.16.2.5 Partial conclusion
At this stage of the investigation, the messages analysed allow us to conclude
that various monitoring processes were triggered. At least one of them
corresponds to an inconsistency in the speed measurements. Several of the
cockpit effects messages recorded could correspond to the consequences of
these monitoring processes:
 AUTO FLT AP OFF,
 AUTO FLT A/THR OFF,
 AUTO FLT REAC W/S DET FAULT
 F/CTL RUD TRV LIM FAULT,
 F/CTL ALTN LAW,
 FLAG ON CAPT (F/O) PFD SPD LIM,
 FLAG ON CAPT (F/O) PFD FD.
Note: the CFR was designed to facilitate maintenance operations; it is therefore not
intended to be used for investigation purposes.
1.17 Information on Organisations and Management
1.17.1 Preparation of flights within Air France
Two units take part in the preparation of flights:
 the Central Flight Study service, responsible for drawing up the flight
dossier,
 the departure station, responsible for providing the crew with the flight
dossier, which may be supplemented with local information («departing
flights» function).
An operational flight dossier is made up of three parts:
 part A containing, in particular, the operational flight plan or plans and the
ATC flight plan, the aeronautical information (NOTAM),
 part B containing the regulatory meteorological charts (TEMSI, wind and
temperature charts) as well as supplementary CAT charts at different flight
levels,
 part C containing a chain of meteorological information consisting of TAF
and METAR as well as SIGMET.
1.17.1.1 Central flight study service
The central flight study service is organised into three entities located within
the Operations Control Centre, located in the Air France headquarters at Paris
Charles de Gaulle airport, consisting of:
 technicians responsible for preparing part A of the flight dossiers,
 technicians responsible for managing slots and monitoring the ATC fl ight plans,
 dispatchers monitoring the flights.
F-GZCP - 1st June 2009
58
Preparation of flight dossiers
Part A of the long-haul flight dossier is prepared with the help of computer
programmes (MISTRAL, SAILOR and OCTAVE). The data used is that available at
the time of preparation of the dossier, between seven and three hours before
the programmed departure.
The following data items are taken into account for drawing up part A:
 the estimated loads (freight and passengers),
 the weight and consumption data specific to the aircraft,
 the NOTAM’s (for en route restrictions and dangerous areas),
 the meteorological parameters used in the operational flight plan
calculation tool (OCTAVE), updated at 4 h 00 and 16 h 00,
 the information supplied by the originating station for calculating the
limitations on take-off (runway in service, temperature, QNH, state of the
runway) along with the NOTAM’s of the departure airport,
 the MEL / CDL items declared by the maintenance services and relevant for
this part,
 the TAF and NOTAM taken into account for the automatic determining
of the accessibility of the destination, alternate and ETOPS support
aerodromes,
 the one or more TEMSI used to take into account any significant
meteorological phenomena.
The sending of the ATC flight plan ends this preparation. This triggers the
automatic generation of the information in part B of the dossier. The flight
dossier, made up of parts A and B can then be printed by the station. In the
case of certain stations, depending on national regulations, when the airline
sends the flight plan it is not automatically submitted, as this must be done
locally. This is the case at Rio de Janeiro. For this station, the central flight study
　
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