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side and RMP3 on the overhead panel. The ground engineer had switched
round RMP1 and RMP3 to allow the aircraft to leave, in compliance with the
regulations (departure covered by a MEL). The departure covered by this MEL
item did not have any operational consequences.
(11)A quantity of
500 kg of fuel
had been taken
into account for
taxiing between
the ramp and
takeoff brakerelease.
(12)Air France
applies a standard
weight of 91 kg
for a man, 72 kg
for a woman
and 35 kg for a
child, which is
compatible with
the European
regulations.
(13)Which
corresponds to
the middle of the
ORARO – TASIL
segment.
(14)This type
of aircraft is
equipped with a
fuel management
system (FCMS)
that controls the
transfer of fuel
to and from the
“trim tank”. This
transfer, which
begins as soon
as the aircraft
starts to climb,
makes it possible
to reduce drag
and therefore
fuel consumption
by shifting the
aircraft’s centre of
gravity. The centre
of gravity target
is controlled
to within 0.5%
of MAC.
F-GZCP - 1st June 2009
21
1.6.5 Maintenance operations follow-up
Daily and weekly checks are carried out. They make it possible to perform
preventive maintenance tasks and correct any problems reported after flights
by the crew.
Type A checks, on the Airbus A330, are carried out every 800 flying hours,
which represents a check every two months approximately for an airline such
as Air France. This check consists of:
checking the systems by means of operational tests,
performing greasing and lubrication operations,
carrying out various checks on the oil and hydraulic fluid levels,
visually inspecting the structural parts, without removal.
The last three checks of this type were performed on F-GZCP on 27 December
2008, 21 February 2009 and 16 April 2009.
These checks were performed in accordance with the operator’s maintenance
programme, drawn up on the basis of the manufacturer’s recommendations
and approved by the national authorities who are also responsible for
oversight.
Examination of these maintenance documents, of the maintenance programme
and of the aircraft’s airworthiness dossier did not reveal any anomalies.
1.6.6 Information on the airspeed measuring system
1.6.6.1 Elaboration of the speed information
The speed is deduced from the measurement of two pressures:
total pressure (Pt), by means of an instrument called a Pitot probe,
static pressure (Ps), by means of a static pressure pick-off.
Probes
The Airbus A330 has three Pitot probes (see hereafter) and six static pressure
pick-offs. These probes are fitted with drains allowing the removal of water,
and with an electrical heating system designed to prevent them from icing up.
F-GZCP - 1st June 2009
22
Position of the Pitot probes on the Airbus A330
Pitot probe (with protection caps)
The pneumatic measurements are converted into electrical signals by eight
ADMs and delivered to the calculators in that form.
Speed calculation by the ADR
The CAS and Mach number are the main items of speed information used
by the pilots and the systems to control the aircraft. These parameters are
elaborated by three calculators, called ADIRU, each consisting of:
an ADR module which calculates the aerodynamic parameters, specifically
the CAS and the Mach,
an IR module that provides the parameters delivered by the inertial units,
such as ground speed and attitudes.
The ADRs use the measured pressure values to calculate the CAS and the
Mach. The diagram below shows in simplified form the overall architecture of
the airspeed measuring system:
First Officer Pitot
Captain Pitot
Standby Pitot
F-GZCP - 1st June 2009
23
There are therefore three speed information elaboration systems that function
independently of each other. The “Captain” probes feed ADR 1, the “First
Officer” probes feed ADR 2 and the “Standby” probes feed ADR 3.
Only the standby instruments such as the ISIS elaborate their speed and
altitude information directly from the pneumatic inputs (“standby” probes),
without this being processed by an ADM or ADR.
1.6.6.2 Systems that use the speed information
The speeds calculated by the ADRs are used, in particular, by the following
systems:
fly-by-wire controls system,
engine management system,
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Interim report on the accident on 1st June 2009 to the Airbu(7)
