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AF447 should have passed the TASIL point at 2 h 20 but that it had not had any contact with
the plane.
Shortly afterwards, the Air France OCC and then the BREST centre informed the BEA. The
BREST centre planned to launch an alert phase at the forecast time of entry of the plane into
the BREST UIR.
At 8 h 01, the BREST centre informed the Cinq Mars La Pile Regional Control Centre that it
still had no news of flight AF447 and wondered whether it would be appropriate to launch an
alert. The Cinq Mars La Pile Regional Control Centre said that it was not qualified to
intervene since the event was outside its SAR responsibility zone.
At 8 h 07, the LISBOA and SANTA MARIA centres replied to the BREST centre saying that
they had no news of flight AF447.
At 8 h 15, the MADRID centre launched an INCERFA-ALERFA phase.
At 8 h 34, the BREST centre launched a DETRESFA phase and called the Cinq Mars La Pile
Regional Control Centre.
At 8 h 37, the air traffic control services at Paris Charles de Gaulle airport asked their
counterparts in Dakar for information on flight AF447.
At 9 h 09, the BREST centre sent a DETRESFA message to some centres along the route of
flight AF447. The message indicated an estimated position between the ORARO and TASIL
report points.
At 9 h 31, the SAL centre, which was not the recipient of the message from BREST, sent an
ALERFA-INCERFA message to the DAKAR centre.
At 9 h 40, the Dakar rescue control centre informed the Dassault Atlantique detachment that
the control centre had not had contact with a plane that should have crossed the DAKAR
OCEANIC FIR. The head of the Naval Aviation detachment contacted the military authorities
in France: the Brest Maritime Operations Centre, the National Air Operations Centre (CNOA)
and the Gris Nez centre (15).
At 9 h 50, the head of the Naval Aviation detachment launched a heightened alert (one hour
notice and additional fuelling carried out).
At 10 h 45, the Dakar rescue control centre gave the takeoff order to the Dassault
Atlantique 2 to position itself at Cape Verde. This was a pre-positioning choice given the
uncertainty about the location of the accident.
The CNOA then indicated a probable search area to the head of the detachment, between
Cape Verde and Brazil, indicated by Air France and confirmed by the BEA at 11 h 07.
(15) Gris-Nez is the French correspondent of the foreign search and rescue centres. It centralizes and
deals with alerts transmitted by French ships sailing on all of the world's seas. It cooperates with
maritime rescue coordination centres (MRCC), which are counterparts within the framework of the
world distress and safety-at-sea system.
42
At 12 h 14, the Dassault Atlantique 2 took off bound for Cape Verde (16).
Around 13 h 00, the crew of the Dassault Atlantique 2, en route to position at Cape Verde,
received the instruction to proceed towards TASIL descending UN 873 airway.
The Dassault Atlantique 2 arrived over the search area at 15 h 28. It landed back in Dakar at
22 h 20 without having detected any debris.
The low altitude searches are coordinated by the Recife MRCC, the airplane having
disappeared in its zone of SAR responsibility.
1.16 Tests and Research
1.16.1 Sea Searches
1.16.1.1 Context of the searches
The estimated area of the accident is over the Atlantic Dorsal Chain. The search is
proceeding there in an unfavourable environment due to the depth and to the topography of
the seabed. This seabed is little known and presents, over short distances, depths going
from 900 metres to approximately 4,600 metres. The distance from dry land implies a lack of
radar coverage and radio communication difficulties.
The search area was initially defined based on the airplane’s route and the last position
contained in the ACARS messages. This makes an area with a radius of 40 NM, extending
over more than 17,000 km2 and located more than 500 NM from the coasts.
(16)Take-off was delayed for approximately thirty minutes due to technical problems.
43
Size of the search area
The searches on the surface made it possible to locate bodies and airplane parts from 6
June onwards. The position of the floating elements allowed a search zone to be defined
based on the work on the currents and the winds. The following figure shows the underwater
search area.
1.16.1.2 Principle of the underwater searches
As the aircraft's recorders were each equipped with an underwater locator beacon, it was
best to prioritise an acoustic search initially, nevertheless taking into account the limited
range of the beacons, which is about two kilometres at most. The propagation of acoustic
waves in a liquid medium, which depends on many interdependent parameters such as the
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