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the beam) accurately, in particular according to the maximum range selected
at the ND (RANGE): 160 NM for look-ahead, 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.
F-GZCP - 1st June 2009
64
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.
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.
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65
A specialised SAR aircraft is made available to the Senegalese government
at the Dakar-Yoff aerodrome with a French crew. The crew is completed with
Senegalese observers.
The aircraft made available is of the Breguet Atlantique(19), Falcon 200 Gardian,
or Falcon 50 SURMAR type.
The crew is on alert day and night with three hours notice. If the planned
mission with the Breguet Atlantique is longer than seven or eight hours, an
additional fuel load must be taken and additional time before take-off must
be taken into account.
The aircraft is deployed for a SAR mission on request from the SAR Coordination
Centre of the Dakar General Staff.
The SAR aircraft’s area of action includes the two Dakar land and Dakar ocean
search and rescue regions.
The FIR map below is extracted from the Operating Manual of the DAKAR
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Interim report on the accident on 1st June 2009 to the Airbu(25)
