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- Instrument rating
- as a pilot-in-command of A 319; A 320; A 321
- long-range flight rating
- aerobatics rating
aeromedical examination: fit, without restrictions
Flight experience: approx. 9 300 hours of which approx. 3 300 hours on
A 320
Rest period prior to the flight: approx. 20 hours
Time on duty prior to the occurrence: approx. 06:30 hours
Co-pilot: 27 years/male
Licences: Airline Transport Pilot Licence (ATPL)
BFU German Federal Bureau of Aircraft Accidents Investigation
5X004-0/01 8
Ratings: - as a pilot-in-command of single piston engined
landplanes up to 2 000 kg maximum take-off mass
- Instrument rating
- as a first officer on A 319; A 320; A 321
aeromedical examination: fit, without restrictions
Flight experience: approx. 2 000 hours of which approx. 1 500 hours on
A 320.
Rest period prior to the flight: approx. 20 hours
Time on duty prior to the occurrence: approx. 06:30 hours
1.5.2 Technical Personnel
A total of 6 staff members of the maintenance organisation were involved in the repair of the aeroplane.
Aircraft mechanic 53 years/male
employed by the organisation since: 1966
A 320 qualification in accordance with JAR 145 Authorisations and LBA approved internal QM
guidelines – Signing for Work Performance / FZE / B2 Airbus /A 320 / all ATA mechanical, Performance
of Special Maintenance Processes / Duplicate Inspections (B2) / “Duplicate Inspection
following Engine / Flight Control Changes“ / Airbus A 320 (IAE V 2500 and. CFM 56)
Aircraft electronic technician 38 years/male
employed by the organisation since: 1989
A 320 qualification in accordance with JAR 145 Authorisations and LBA approved internal QM
guidelines – Signing for Work Performance / FZE / B1 Airbus /A 320 / all ATA electronical, avionics,
Certification of Aircraft and Aircraft Components – Issue of CRS / FZE / B1 / Airbus A 320
Aircraft electronic technician 38 years/male
employed by the organisation since: 1991
A 320 qualification in accordance with JAR 145 Authorisations and LBA approved internal QM
guidelines – Signing for Work Performance / FZE / B2 Airbus /A 320 / all ATA electronical, avionics,
Certification of Aircraft and Aircraft Components – Issue of CRS / FZE / B2 / Airbus / A 320.
BFU German Federal Bureau of Aircraft Accidents Investigation
5X004-0/01 9
Aircraft electronic technician / aircraft mechanic 26 years/male
employed by the organisation since: 1992
A 320 qualification in accordance with JAR 145 Authorisations and LBA approved internal QM
guidelines – Signing for Work Performance / FZE / B1 Airbus /A 320 / all ATA electronical, avionics,
Certification of Aircraft and Aircraft Components – Issue of CRS / FZE / B1 / Airbus / A 320.
Aircraft electronic technician 31 years/male
employed by the organisation since: 1989
A 320 qualification in accordance with JAR 145 Authorisations and LBA approved internal QM
guidelines – Signing for Work Performance / FZE / B2 Airbus /A 320 / all ATA electronical, avionics,
Certification of Aircraft and Aircraft Components – Issue of CRS / FZE / B2 / Airbus / A 320
Aircraft electronic technician 32 years/male
employed by the organisation since: 1984
A 320 qualification in accordance with JAR 145 Authorisations and LBA approved internal QM
guidelines – Signing for Work Performance / FZE / B1 Airbus /A 320 / all ATA electronical, avionics,
Certification of Aircraft and Aircraft Components – Issue of CRS / FZE / B1 / Airbus / A 320.
1.6 Aircraft information
The aeroplane concerned is an Airbus A 320-200, manufactured in 1990.
The aeroplane is equipped with a fly-by-wire system, i.e. all control surfaces (elevator, stabilizer,
ailerons and spoilers) except for the rudder are controlled electrically by means of an hydraulic actuator.
The hydraulic actuators for the rudder are controlled mechanically. In addition there is a mechanical
back-up system for the rudder and the stabilizer. 7 computers are provided for the primary
control of the aeroplane:
• 2 elevator aileron computers (ELAC) for the elevator and aileron control as well as the control of
the SECs to control the spoilers (global roll computation)
• 3 spoiler elevator computers (SEC) to control the spoilers and as standby system for the elevator
and stabilizer control
• 2 flight augmentation computers (FAC) to stabilize the aeroplane flight attitude, e.g. damping of
the Dutch Roll effect in flight, support of the roll control by turn coordination, rudder trim coordination
in case of engine failure and adoption of rudder travel function depending on speed
Two side sticks in the cockpit, which are not mechanically linked with each other allow manual control
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