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02:10:29 - .1/WRN/WN0906010210 228300206FLAG ON CAPT PFD SPD LIMIT
02:10:41 - .1/WRN/WN0906010210 228301206FLAG ON F/O PFD SPD LIMIT
02:10:47 - .1/WRN/WN0906010210 223002506AUTO FLT A/THR OFF
02:10:54 - .1/WRN/WN0906010210 344300506NAV TCAS FAULT
02:11:00 - .1/WRN/WN0906010210 228300106FLAG ON CAPT PFD FD
02:11:15 - .1/WRN/WN0906010210 228301106FLAG ON F/O PFD FD
02:11:21 - .1/WRN/WN0906010210 272302006F/CTL RUD TRV LIM FAULT
02:11:27 - .1/WRN/WN0906010210 279045506MAINTENANCE STATUS EFCS 2
02:11:42 - .1/WRN/WN0906010210 279045006MAINTENANCE STATUS EFCS 1
02:11:49
- .1/FLR/FR0906010210 34111506EFCS2 1,EFCS1,AFS,,,,,PROBE-PITOT 1X2 / 2X3 /
1X3 (9DA),HARD
02:11:55
- .1/FLR/FR0906010210 27933406EFCS1 X2,EFCS2X,,,,,,FCPC2 (2CE2) /
WRG:ADIRU1 BUS ADR1-2 TO FCPC2,HARD
02:12:10 - .1/WRN/WN0906010211 341200106FLAG ON CAPT PFD FPV
02:12:16 - .1/WRN/WN0906010211 341201106FLAG ON F/O PFD FPV
02:12:51 - .1/WRN/WN0906010212 341040006NAV ADR DISAGREE
02:13:08
- .1/FLR/FR0906010211 34220006ISIS 1,,,,,,,ISIS(22FN-10FC) SPEED OR MACH
FUNCTION,HARD
02:13:14 - .1/FLR/FR0906010211 34123406IR2 1,EFCS1X,IR1,IR3,,,,ADIRU2 (1FP2),HARD
02:13:45 - .1/WRN/WN0906010213 279002506F/CTL PRIM 1 FAULT
02:13:51 - .1/WRN/WN0906010213 279004006F/CTL SEC 1 FAULT
02:14:14 - .1/WRN/WN0906010214 341036006MAINTENANCE STATUS ADR 2
02:14:20 - .1/FLR/FR0906010213 22833406AFS 1,,,,,,,FMGEC1(1CA1),INTERMITTENT
02:14:26 - .1/WRN/WN0906010214 213100206ADVISORY CABIN VERTICAL SPEED
(17)The reception
time given is that
of the service
provider’s server
processor
F-GZCP - 1st June 2009
50
Note: A position report message (AOC type) was received at 2 h 10 min 34 s, between
two maintenance messages. This can be explained by the fact that AOC messages take
priority over maintenance messages.
The messages were at least five or six seconds apart, which can be explained by
the limited rate of communication by satellite. There are two possible reasons
for the longer gaps: either the aircraft did not have any messages to transmit,
or it no longer had the means for doing so (loss of satellite communication
performance, for example).
When a message is sent by the aircraft, the sequence is as follows:
The company that operates the satellite used by AF447 has provided the
traces of the messages transmitted to the aircraft and seen by the satellite.
The information analysed makes it possible to say that:
the last message was transmitted to the aircraft at 2 h 14 min 28 s and was
effectively received,
the twenty-five messages transmitted by the aircraft were correctly
received by the ground station,
the gap observed between the message sent at 2 h 13 min 14 s and the one
sent at 2 h 13 min 45 s is due, at least in part, to a temporary interruption in
the communication link between the aircraft and the satellite,
there were no satellite telephone communications during the flight.
Interpretation of the messages
Interpretation of the maintenance-related messages is made delicate by the
following factors:
this type of message is only transmitted once, at the first occurrence. It
can only indicate that a fault has appeared. If the fault has disappeared, no
message is transmitted to indicate this,
some messages concerning the aircraft’s configuration such as stall or
overspeed warnings are not recorded,
F-GZCP - 1st June 2009
51
message-timing by the CMC is accurate to within one minute,
the order in which these messages are transmitted does not necessarily
correspond to the associated sequence of events,
the limited rate of communication by satellite does not make it possible to
determine directly the time of message reception precisely to the nearest
second,
in the CFR, a class 1 fault message is not necessarily accompanied by a
cockpit ef-fect, and it is possible that a cockpit effect message is not the
consequence of a fault message.
fault : - .1/FLR/FR0906010211 34123406IR2 1,EFCS1X,IR1,IR3,,,,ADIRU2 (1FP2),HARD
cockpit effect : - .1/WRN/WN0906010210 221002006AUTO FLT AP OFF
The information contained in a message differs depending on the type of
message. Some of this information may be common:
Note: the fault messages generated by the EFCS are always of the HARD type.
Analysis of the cockpit effect messages
Note: when cockpit effect type messages are associated with procedures, the latter are
referenced in appendix 5.
The cockpit effect messages are described in the order in which they appear
on the CFR. The theoretical symptoms in the cockpit are given for each one
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Interim report on the accident on 1st June 2009 to the Airbu(18)
