曝光台 注意防骗
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Navy).
The BEA’s directional detection equipment, usable on the surface or by divers down
to 60 metres.
Support boats and diving teams from the French National Gendarmerie.
The localisation operations took place from 28 to 30 November 2008.
On 29 November, the CVR (chassis and protected box without the ULB) and the chassis of
the DFDR were found and brought to the surface.
The following day, the protected box of the DFDR, still equipped with its ULB, was recovered.
1.16.2 Reconstitution of radar trajectory
4 Damage caused to recorders on impact can lead to separation of the beacon and the chassis.
5 ULB : « Underwater Location Beacon », acoustic transmitter that sends a continuous signal on a 37,5 kHz (± 1 kHz) frequency
at a rhythm of 1 beep/second.
6 Undersea intervention diving group.
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During the first days of the investigation, the FDR not being available, the airplane trajectory
was reconstituted based on the radar recordings. Readout of the SNER cassettes from
CRNA southeast and southwest allowed a radar data file to be extracted, containing the
secondary radar plots and the audio files. The secondary radar plots from Lestiac, Auch and
Montpellier (CRNA southwest) and from Mont-Ventoux (CRNA southeast) were analysed.
Military radar data was also analysed (ARISTOTE military surveillance system).
A screenshot of the video of the Cap Béar semaphore was geo-referenced with the other
radar data using indications of latitude and longitude visible on the video.
The geographical coordinates of the last airplane position were thus able to be validated.
1.17 Information on Organisations and Management
1.17.1 The Operator
XL Airways Germany is the holder of the Air Operator Certificate D – 139 issued by the
Federal Republic of Germany on 16 July 2008 and valid until 31 May 2009.
Before the accident, the airline had one A320-232, one A320-214 and five Boeing B737-800
with which it undertook mainly charter flights.
1.17.2 Flights covered by the leasing agreement
The leasing agreement for D-AXLA between Air New Zealand and XL Airways Germany
stipulated that flights called « test flights » had to be performed to check the condition of the
airplane and to ensure its conformity with the conditions of the agreement:
At least three days before the airplane delivery date with an Air New Zealand flight
crew. Five representatives or observers from XL Airways Germany could be present on
board. This flight had been undertaken on 21 May 2006 and had lasted about 1 h 30 min.
The Captain of the 27 November 2008 flight was one of these observers.
At least three days before the date of the return of the airplane to Air New Zealand
with a flight crew from XL Airways Germany. Five representatives or observers from Air
New Zealand could be present on board.
The airplane was thus operated under the Air Operator Certificate of Air New Zealand for the
flight performed before delivery of the airplane in 2006, and XL Airways Germany Air
Operator Certificate for the flight on 27 November 2008.
The agreement specifies that these flights must be undertaken in accordance with « Airbus
check flight procedures », mutually agreed between the two airlines. The length of the flight
must not be over two hours.
The Air New Zealand pilot nominated to undertake the checks during the flight planned before
return of the airplane to Air New Zealand and the Captain had reached an agreement to
undertake the programme that had been followed during the first flight before the delivery of
the airplane to XL Airways Germany in 2006. This programme had been established by Air
New Zealand in coordination with XL Airways Germany. It is presented in the Air New Zealand
« OPERATIONAL FLIGHT CHECK » (OFC) document and is based on the SA CAM
(Single Aisle Customer Acceptance Manual) developed by Airbus (version
EVR 473.0152/04).
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This SA CAM manual is used as the basis for the delivery of a new airplane by Airbus to a
customer. It is made up of three sections:
checks to be performed on the ground with engines stopped;
engine tests on the ground;
the acceptance flight. This flight is performed under the responsibility of Airbus with
an acceptance pilot and engineer from Airbus and a flight crew from the customer that is
qualified to fly the airplane.
The manual contains a list of actions and checks that the manufacturer proposes to perform
in the presence of the customer. It specifies that any unplanned change in the programme
during the flight can endanger the safety of the flight. On request from the customer, additional
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