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The Air France general instructions state that radar watch is obligatory during any flight,
except during the day with good visibility and no clouds in sight. The radar image is normally
displayed on the two NDs. Correct functioning of the radar is checked during taxiing.
Air France normal procedures - Systems (TU 2.2.34.11-15)
Air France Airbus A330 aircraft are equipped with the Collins WXR700X radar. The radar
image is presented on the NDs superimposed on the other information. It can detect
precipitations in liquid form greater than 1 mm/h as well as wet hail. Thus, cloud systems
made up of drops of water starting from a certain size can be observed but the radar cannot
detect dry particles of ice, hail or snow with a diameter less than three centimetres.
In use, the radar beam has a narrow aperture angle of 3.4°, which means that it is necessary
to adjust the TILT (angle between the horizontal and the middle of the beam) accurately, in
particular according to the maximum range selected at the ND (RANGE): 160 NM for lookahead,
80 NM for avoidance.
The GAIN adjustment (amplification of the return signal) is normally "calibrated" (in the CAL
position) to prevent saturation. However, a manual selection can be made.
A turbulence detection function (for the zones of precipitations in liquid form) is available (in
the WX+T or TURB position) in a radius of 40 NM, whatever the RANGE chosen at the ND.
When cruising above 20,000 ft, a slightly downwards adjustment of the TILT is
recommended so that the ground echoes only appear on the ND at the limits of the furthest
range markers.
Air France Supplementary Aeronautical Manual (MAC)
The MAC is a non-regulatory manual that does not form part of the operations manual. It
contains information that the flight crew can use to update and maintain their knowledge. It
contains a detailed chapter on the weather radar and its use along with illustrations of the
characteristic echoes of dangerous phenomena.
61
1.17.4 Letters of agreement between air traffic control organisations
1.17.4.1 Letters of agreement between the DAKAR and ATLANTICO control
centres
A memorandum of understanding was signed on 16 September 2008 between the Brazilian
and Senegalese authorities concerning the coordination procedures between the DAKAR
and ATLANTICO control centres. It was in force on the day of the accident. The following
points, extracted from the memorandum, should be noted:
The exiting sector must transmit the estimated times of passing of the aircraft to the receiving
sector at least twenty minutes before the time of the aircraft's planned passing above the
transfer point.
Any revision of the estimated time of the aircraft's planned passing above the transfer point
greater than three minutes must be the subject of a new coordination between the exiting
and receiving sectors.
The aircraft's crew must establish contact with the receiving sector's controller five minutes
before passing above the control transfer point. This contact does not constitute a transfer of
the control of the aircraft.
When the receiving sector cannot establish contact with the aircraft's crew in the three
minutes following the estimated time of passing above the transfer point. It should inform the
exiting sector so that the adequate measures can be taken.
Unless there are specific instructions, the aircraft present in airway UN 873 are transferred
between DAKAR and ATLANTICO at point TASIL.
1.17.4.2 Letter of agreement between the DAKAR and SAL control centres
Similar provisions to those mentioned in 1.17.4.1 concerning ATLANTICO and DAKAR are
described in the memorandum between the DAKAR and SAL control centres. Nevertheless,
the following differences should be noted:
The aircraft's crew must establish contact with the receiving sector's controller (SAL) five
minutes before passing above the control transfer point. However, for aircraft flying towards
the north and those flying towards the east, the crews must contact the receiving sector ten
minutes before the control transfer point to get a transponder code. This contact does not
constitute a transfer of the control of the aircraft.
Unless there are specific instructions, the aircraft present in airway UN 873 are transferred
between DAKAR and SAL at point POMAT.
62
1.17.4.3 Memorandum of understanding about the conditions for making a
French specialised SAR aircraft available to the Senegalese government at Dakar
The paragraphs below give certain provisions of the memorandum of understanding signed
in 1966 between the French and Senegalese governments that are still in force.
A specialised SAR aircraft is made available to the Senegalese government at the Dakar-
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