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1.6.10 Radio communications system
The Airbus A330’s radio communications system consists of the following
equipment:
 VHF and HF transmitters-receivers
 RMPs,
 audio integration systems: ACP and AMU.
Each VHF / HF transmitter-receiver can be controlled by one of the three RMPs.
1.6.10.1 VHF equipment
There are three identical VHF communication systems installed. Each system
includes:
 a transmitter-receiver in the avionics compartment,
 an antenna on the upper part of the fuselage for VHF 1 and VHF 3, and on
the lower part of the fuselage for VHF 2.
1.6.10.2 HF equipment
The aircraft has two HF communication systems. Each system includes:
 a transmitter-receiver in the avionics compartment,
 an antenna coupler situated at the root of the stabiliser,
 a shared antenna integrated in the leading edge of the fin.
Since the HF system has a range of several thousand kilometres, a large number
of communications are received. Furthermore, the quality of the transmissions
may sometimes be poor. Communications may also be interrupted due to
natural phenomena.
A SELCAL call system, transmitting a light and sound signal, informs the crew
when a ground station is attempting to contact them.
1.7 Meteorological Conditions
1.7.1 Meteorological Situation
Appendix 1 contains the complete detailed study supplied by Météo France.
From a climatology point of view, the general conditions and the position of
the Inter-tropical Convergence Zone over the Atlantic were normal for the
month of June. Cumulonimbus clusters that are characteristic of this zone
were present, with a significant spatial heterogeneity and lifespan of a few
hours.
Infra-red images taken every fifteen minutes by the geostationary satellite
Meteosat 9 are the best source of information at this stage to appreciate the
evolution of these clusters, but they did make it possible to directly observe
the conditions encountered at FL350. Moreover, the two most representative
images were taken approximately seven minutes before and after the last
ACARS message from flight AF447.
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The infra-red imagery analysis does not make it possible to conclude that
the stormy activity in the zone where flight AF447 is presumed to have
disappeared was exceptional in character, but it shows the existence of a
cluster of powerful cumulonimbi along the planned flight path, identifiable
from 00 h 30 onwards. This cluster was the result of the fusion of four smaller
clusters and its east-west extension was approximately 400 km.
Though the analysis of the imagery leads one to think that, towards 2 h 00, the
cumulonimbi forming this cluster had mostly already reached their stage of
maturity, it is highly probable that some were the site of notable turbulence at
FL350. There is a possibility of significant electrical activity at the flight level,
but the presence of super cooled water at FL350 is not very probable and
would necessarily have been limited to small quantities.
1.7.2 Comments on the information available
1.7.2.1 Forecast charts
The TEMSI chart for 00 h 00 (Appendix 2) shows that the planned route
touches the two East-West oriented cloudy masses, located on both sides of
the equator and mentions: ISOL/EMBD CB between levels XXX (base located
below FL250) and FL450. The highest altitude of the tropopause along the
route is estimated at FL500. A 280°/85 kt jet stream is indicated around the
10° North parallel, to the West of the route, at FL410 and FL430. The following
illustration shows the superimposition of this TEMSI with the infra-red image
for 00 h 00.
IR -40° 1st June 00 h 00 + extract TMSI London 1st June 00 h
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Note: the TEMSI charts and the wind and temperature charts are forecasts based on a
digital model at a synoptic scale produced 24 hours before a specifi c validity time, for
the South America region. These charts present the large convective activity zones in
the area described but do not indicate the specifi c position of the cumulonimbi and the
cumulonimbus clusters.
The wind and temperature charts show that the average effective wind along
the route can be estimated at approximately ten knots tail-wind. On the chart
for FL340, the highest air temperature is located around the equator. It is
estimated at – 40 °C, that is to say, Standard + 13 °C.
The CAT charts do not forecast any clear air turbulence along the route.
1.7.2.2 SIGMET
SIGMET 5 issued for the RECIFE FIR on May 31 at 17 h 58, valid from 18 h 00 to
　
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本文鏈接地址：Interim report on the accident on 1st June 2009 to the Airbu(10)