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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
service sends the ATC flight plan to the Brazilian Air Traffic Control Service (at
the address SBGLYOYX) with all of the addresses of the FIR control centres to
be crossed in box 18 of the ATC flight plan. The latter service then submits the
flight plan to all of the FIR control centres involved.
ATC cell
The ATC cell monitors the resetting of times for the entire fleet as well as the
management of take-off slots for the Eurocontrol zone.
Dispatch
The dispatchers carry out the function of monitoring flights from three hours
before departure until the arrival of the aircraft. They make the regulatory
contact before the aircraft’s entry into an ETOPS zone. They reply to the
requests made by crews on the ground or in flight. They monitor changes in
meteorology and NOTAM’s.
F-GZCP - 1st June 2009
59
1.17.1.2 Flight Departure
The agent who carries out the flight departure function at the station physically
puts together the flight dossier that he hands over to the crew. He prints parts
A and B about three hours before the flight’s departure. He prints part C shortly
before the crew’s arrival. He puts together the sets of drawings for the flight
dossier and traces the ETOPS strip charts for the flights concerned.
Once the crew has studied the flight dossier, the captain signs the "PPV copy"
form specifying the quantity of fuel as well as the alternate airfield that he
chooses at take-off. This copy is archived at the departure station. For ETOPS
flights, the meteorological forecasts used for the accessibility of the support
airfields chosen are copied onto this same document.
1.17.1.3 Preparation of flight AF447 on 31 May 2009
Preparation of the flight by the central flight study service
The flight was prepared between 15 h 28 and 18 h 59. Paris Orly was given
as the alternate airport at destination. Given the estimated load of 37.8 t,
the dossier included a main flight plan at a standard Mach of M 0.82 with
an ETF at Bordeaux Mérignac with alternate at Toulouse Blagnac as well as
two additional direct flight plans, one at Mach 0.82 and the other at a "slower
Mach", i.e. M 0.81. A summary table of the loads offered enabled the crew to
make the choice of the definitive flight plan from among these three options.
The preparation agent sent the ATC flight plan at 18 h 57. He stated that he
did not notice anything specific during the preparation of this flight. There
was no intervention by the ATC cell, as the flight was planned at the time
programmed.
Preparation of the flight at Rio
The flight departure agent started printing the dossier at 19 h 02.
The Brazilian air traffic control service submitted the ATC flight plan to the air
traffic control bodies of the regions overflown at 19 h 12. Note, however, that
the address of the DAKAR control centre (GOOO) was not part of the ATC flight
plan submitted by this service. Conversely, this address appeared in the flight
plan sent by Air France (see appendix 6).
F-GZCP, coming in from Paris Charles de Gaulle, arrived at the gate at 20 h
05, for an arrival scheduled at 20 h 00. The minimum turnaround time for this
stopover is 115 minutes.
The flight crew of flight AF447 arrived at the flight preparation room at the
station at around 20 h 00.
The flight departure agent handed over the dossier to the crew. He stated that
the crew did not seem worried and that, in his opinion, no particular event
hindered the preparation of the flight. The dispatcher did not remember a
call coming from this crew during preparation of the flight. There was no
modification of the dossier.
F-GZCP - 1st June 2009
60
The PPV copy signed by the captain confirmed planned trip fuel of 63.9 t with
refuelling at the ramp of 70.9 tonnes and planned taxiing of 0.5 t (giving 70.4 t
on take-off). The study of the routes in the dossier and the associated fuel
loads is in appendix 7. The fuel load policy is given in appendix 8.
The crew informed the Rio station of its choice of a direct flight at M 0.82.
The start-up clearance was obtained at 22 h 10.
　
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本文鏈接地址：Interim report on the accident on 1st June 2009 to the Airbu(22)