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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 of the station at around
20 h 00.
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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.
The PPV copy signed by the captain confirmed planned trip fuel of 63.9 tonnes with refuelling
at the ramp of 70.9 tonnes and planned taxiing of 0.5 tonnes (giving 70.4 tonnes 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.
Meteorological data in the flight dossier
The part B meteorological charts were printed in black and white with the route traced by
computer. The following charts were handed over to the crew:
• the TEMSI chart valid on 1st June at 00 h 00 between FL 250 and FL 630,
• the wind and temperature charts valid on 1st June at 00 h 00 at FL100, FL180, FL300,
FL340 and FL390,
• the CAT charts valid on 1st June at 00 h 00 at FL340 and FL390 (no clear air turbulence
was forecast).
Part C of the flight dossier contained the TAF and METAR of the departure, destination and
alternate airfields and relevant airfields on the route, including the ETOPS support airfields
along with the SIGMET.
A dossier thus constituted meets the regulatory requirements.
The criteria for selecting a SIGMET in a flight dossier via EOLE are:
1. the FIR involved with regard to the planned route,
2. the validity at the time of printing of the set of documents.
Note: ICAO Annex 3 does not impose any requirements related to the selection of the SIGMETs.
According to testimony, the request for the printing of part C of the flight dossier was made
after the printing of parts A and B of the dossier and shortly before the arrival of the crew, i.e.
between 19 h 00 and 20 h 00. The time of this transaction was not recorded. In this interval,
the SIGMETs that satisfied the selection criteria were:
• SIGMET 5 SBRE (RECIFE) of 31 May from 18 h 00 to 22 h 00
• SIGMET 7 SBAO (ATLANTICO) of 31 May from 18 h 00 to 22 h 00
• SIGMET 7 GOOO (Oceanic DAKAR) of 31 May from 16 h 35 to 20 h 35. The route of flight
AF447 did not enter into the area of this SIGMET.
Note: the EU-OPS regulations specify that the operator must ensure that the information on the flight
is retained on the ground until it has been copied and archived. By "information on the flight" it means:
• a copy of the operational flight plan,
• a copy of the relevant parts of the aircraft's equipment report,
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• the NOTAMS concerning the route if they are specifically printed out by the operator,
• the documentation about the weight and balance,
• the notifications concerning the special loads.
The documents about meteorological information supplied to crews are not subject to this
requirement.
The crew also had the option of using a computer application (EOLE) to consult a colour
screen showing other meteorological charts (particularly the tropopause and icing chart) and
satellite photos and printing them in black and white.
Note: on the crew's OCTAVE flight plan there was additional turbulence information (SHEAR RATE)
calculated according to the estimated wind gradient, between 0/1/2, weak and 7/8/9, strong. Between
the NTL and CVS reporting points the highest value was 2, around point INTOL. This value did not
take into account turbulence of convective origin.
1.17.1.4 Flight follow-up
The following operational information was exchanged via ACARS:
• at 22 h 51 the crew asked for and received the METAR of the Brazilian airfields of
Belo Horizonte, Salvador de Bahia and Recife,
• at 0 h 31 dispatch sent the following message:
“BONJOUR AF447
METEO EN ROUTE SAILOR :
o PHOTO SAT DE 0000Z : CONVECTION ZCIT SALPU/TASIL
o PREVI CAT : NIL
SLTS DISPATCH”,
• at 0 h 33 the crew asked for and received the METAR and TAF of Paris Charles de
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