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commissioning of the system’s functionalities will take place in two phases:
 the first phase, subject of an aeronautical information circular, consists of
pre-operational implementation by means of an operational use as a test
of the functionalities,
 the second phase concerns the definitive operational implementation, the
dates of which will be published by NOTAM.
The system is mainly made up of the following functionalities:
 automated processing of flight plans,
 display of the aerial situation based on the data in the flight plans,
 automatic dependent surveillance,
 ground to air communications by data-link.
The system also includes decision-making support tools for the use of the
controller, such as automatic management of strips and the management of
system alerts.
Connection procedure in the DAKAR FIR (DAKAR land and DAKAR ocean)
The first connection with the system is made by the crew. For flights entering
the DAKAR control region from an FIR not equipped with CPDLC, the DAKAR
control centre demands the connection at least twenty minutes before entry
into the DAKAR FIR. For flights from a FIR equipped with CPDLC, the first
connection must occur five minutes before entry into the DAKAR FIR.
The pre-operational deployment of the system has been effective since 1st
November 2008 at 00 h 01. NOTAM A0 115-9 extended the pre-operational
period until 29 July 2009.
1.18 Additional information
1.18.1 Events associated with erroneous air speed indications
The BEA asked Airbus, the NTSB, IATA, the DGAC and all French operators
to provide information relative to incidents in cruise flight during which a
loss or inconsistency of speed indications was observed or reported by the
crew. The collection of this information is on-going and analysis of the events
already received is in progress. However, this analysis is difficult because of
the different nature of data from a flight recorder and the PFR messages.
F-GZCP - 1st June 2009
67
1.18.2 Brief history of the Pitot probes on Airbus A330 / A340
The conditions under which the probes that equip the Airbus A330/A340 have
evolved are being examined by the investigators.
In 2001, following some inconsistent speed problems, it was decided to
replace, before the end of December 2003, the Rosemount probes that then
equipped the A330 by Goodrich 0851 HL probes or Thales C16195AA probes.
Service Bulletins, issued in 2007 then revised in 2008, recommended the
replacement on A330/A340 airplanes of C16195AA probes by C16195BA
probes.
On the date of the accident, Airbus A330 / A340 aircraft were equipped with
three standards of Pitot probe:
 BF Goodrich Aerospace probes, type 0851 HL,
 Thales Avionics probes of types C16195AA(20) and C16195BA.
It should be noted that any improvements that this change of standard could
bring to cases of speed inconsistencies encountered in cruise had not been
formally established.
In February 2009, at the request of Airbus, Thales carried out a comparative
study of the behaviour in icing conditions at high altitude of the two standards,
C16195AA and C16195BA. This study concluded that the C16195BA standard
performed better, without however it being possible to reproduce on the
ground all the conditions that could be encountered in reality.
At the end of April 2009 at the suggestion of Airbus, Air France initiated an
in-service assessment on Airbus A330 of the C16195BA standard. The first
batch of C16195BA Pitot probes had been received one week before the
F-GZCP accident.
1.18.3 Testimony of crews in flight in the vicinity of the accident zone
In order to more closely determine the environment of flight AF447, the
BEA made a list of flights close to airway UN 873 during the night of 31 May
to 1st June 2009 and asked crews for testimony. Not all of the information
requested has been received at present. The testimony summarised hereafter
is representative of the information already analyzed.
Flight IB6024
Flight IB6024 (Airbus A340) passed at the level of the ORARO waypoint at
FL370 approximately twelve minutes after AF447.
The crew saw AF447 take off while taxiing at Rio de Janeiro. When passing the INTOL
waypoint, they encountered conditions typical of the inter-tropical convergence
zone. These conditions were particularly severe 70 NM to 30 NM before the
TASIL waypoint. They moved away from the route by about 30 NM to the east
to avoid cumulonimbus formations with a signifi cant vertical development, and
then returned to the airway in clear skies close to the TASIL waypoint. The crew
reported they had diffi culties communicating with Dakar ATC.
　
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