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AIR FRANCE 447 - The COCKPIT of F-GZCP
Published September, 2011. This page will be updated as new research is published.


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A330 cockpit night
A330 Cockpit at Night
Photo - Professional Pilots Rumor Network (PPRuNe)

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TABLE of CONTENTS

AIRBUS 330 / AF 447 - COCKPIT and FLIGHT MANAGEMENT
THREE BEST GRAPHS . .
INITIAL STALL ANALYSIS . .
AVIATION LAW and PROTECTIONS
AIR FRANCE AIRBUS 330 / PROBLEMS with AIR SPEED as of JUNE, 2009.

The COCKPIT . .
. A320/A330 Cockpit Panels . . On A330 Flight Deck / Cockpit Layout . . A330 Cockpit at Night

ADIRU and COMPUTERS . .
A330 ADIRU data supply . . ADIRU function . . FBW-Computers / Schematic . .
Primary-Secondary_Computers . . A330/A340 Flight Control Architecture . .
A330/A340 FBW System . .
A330 System Interface . . ELAC Computer

ADIRS, ISIS . .
A330 ADIRS PFD Controls . . A330 ADIRS Display . . ISIS Display . .
ISIS Schematic . . ISIS Thales Specifications

DATA for SITUATIONAL AWARENESS . .
Primary Flight Display . . Autopilot Activation . . Altitude Section . .
Throttle Levers . . Trim Wheel . . Altimeter . . Airspeed Indicator / Color Codes . .

WHEN THINGS GO WRONG IN THE DARK ... TERRIBLY WRONG ... . .
Pitch Control . .
Reconfiguration of Control Laws . .



This page is the third to be published on the Internet from our Air France Flight 447 Project. Several excellent examples of data display illustrate aspects of the flight of the Airbus 330 aircraft (F-GZCP) that flew the ill fated Air France, Flight 447 on May 31 / June 1, 2009 from Rio de Janeiro, Brazil to Paris, France. Target date to have all five chapters of the Air France 447 project online is December 1, 2011. Photos and technical graphs are presented in a larger size than is usual for a web page so that details and small font text may be read as easily as is possible. This web page is coded for 1280 x 800 monitor display which is a wide screen (landscape) format. Printout is 14 pages in 11 x 8.5 inch format. Please bookmark this page and occasionally check back to remain current with the publication schedule for the AF 447 Project.

Comments and opinions in this article are the sole responsibility of Bennett Blumenberg and do not reflect the views of any organization, government or private, that are mentioned in this article. The author does not have any relationship, public or private, with the organizations referenced in this article.
Author and research - Bennett Blumenberg.
Editorial and Proof Reading Services - Bruce Blake of Advanced Hybrid Aircraft.>
Published September 30, 2011; additional material October 7, 2011



AF 447 STALL ANALYSIS - AVIATION LAWS and PROTECTIONS

Several graphs stand out amongst the profusion of material published on the Internet.
stall analysis / FDR data
Air France 447 Stall Analysis / FDR Data
Graph - mm43 at the Professional Pilots Rumor Network (PPRuNe), August 30, 2011
a330 stall warning tables
AIRBUS 330 STALL WARNING TABLES
Post by A33Zab – - at PPRuNe, June 11, 2011.

vg diagram
Vg DIAGRAM WITH V SPEEDS
Flight Below the 1-G Stall Speed - - at Aviation Trouble Shooting Blog


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"These copied traces have used the highest resolutions available and also have a Smoothed Normal Acceleration curve added to give an indication where the +/- 'g' forces were. From the commencement at 02:10:51.4 of the Stall Warning, thin dotted lines showing the 'smoothed' traces for both the AoA and Pitch Attitude angles are included. CLMAX occurred at 02:10:56.5, and the 'g' break within a further second. Some post stall pitching oscillations matched by the AoA values took place for a few more seconds before the AoA rapidly moved toward 30 degrees and the FPA moved into negative territory. Back earlier at the AP and ATHR disconnect(s), the traces are rather 'lumpy' - an artifact of the turbulence occurring as the aircraft commenced the initial climb."

Click here to display this graph in a larger format - 1100 x 700. “The time the stall actually occurred is shown as 2:10:59 and observation will show that the aircraft gained a small amount of height by ballistic momentum over the next 6 seconds.”

“The 13° NU position of the Trimmable Horizontal Stabilizer (THS) will most likely have helped in stabilizing the descent.”


Click Here for an excellent table that clarifies the three Aviation Laws and the Protections that accrue to each flying protocol. Don't forget Ctrl ++ to enlarge the onscreen table

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Click here for an excellent graph that summarizes Unreliable Air Speed Problems 2006 - June 20, 2009 that were experienced by the A330 aircraft in the service of Air France - .”

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F-GZCP PFD, ECAM, ACARS, ADIRU, ISIS and COMPUTERS


A330 cockpit layout
A330 Flight Deck, Cockpit Layout
Diagram - LuckyBogey's Blog

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A330 ADIRU and COMPUTERS

A330 ISIS
A330 ADIRU data supply
CGI - LuckyBogey's Blog

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ADIRU faults
A330 ADIRU Function
Chart - .. Self Healing Avionics / Redundancy Harmful ... C.W. Johnson

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If ADR & Ir fault occur simoultaneously . . ..
IF ADR and IR FAULT OCCUR SIMOULTANEOUSLY, SOLVE ADR PROBLEM FIRST
ATA 34 - Airbus 320 - A32 F / Abnormal Procedures from Smart Cockpit.


FBW overview
Fly By Wire Schematic
Diagram - Airliners.net Discussion Forum

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A330 PRIM 1, 2
Primary-Secondary Computers
Diagram - LuckyBogey's Blog

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prim, control hierarchy
PRIM HIERARCHY of CONTROL
Post by A33Zab - PPRuNe, June 24, 2011.


A330.340 flight control
A330-A340 Flight Control Architecture
Schematic - Avionics Handbook, Chapter 12

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a330.340_fbw
A330.340 FBW System
Diagram - Airbus A340

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A330.340 flight control
A330 System Interface
Diagram - LuckyBogey's Blog

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ELAC Computer
ELAC Computer
Photo / legend - Airbus A320/330 Panels

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ADIRS, ISIS

A330 ADIR PFD Contols
A330 ADIRS PFD Controls
Photo - LuckyBogey's Blog

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A330 ADIRS
A330 ADIRS Display
CGI - Airbus A320/330 Panels

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The Air Data and Inertial Reference System (ADIRS) supplies temperature, anemometric barometric and inertial parameters to the Primary Flight Display and cockpit displays that are critical to the pilots. “An ADIRS consists of up to three fault tolerant ADIRUs located in the aircraft electronic rack, an associated Control and Display Unit (CDU) in the cockpit and remotely mounted Air Data Modules (ADMs).[6] The No 3 ADIRU is a redundant unit . . Reference (IR) fault in ADIRU No 1 or 2 will cause a loss of attitude and navigation information on their associated Primary Flight Display (PFD) and Navigation Display (ND) screens. An ADR (Air Data Reference) fault will cause the loss of airspeed and altitude information on the affected display. In either case the information can only be restored by selecting the No 3 ADIRU.


ISIS is the Integrated Standby Instrument System, designed and installed in the Airbus family of aircraft. ISIS provides an independent source of attitude, airspeed, Mach, altitude and vertical speed, and can also provide magnetic heading provided by another system via ARINC 429 or from a Magnetometer. It is particularly suited to high speed, highly maneuverable fighter aircraft, as well as Airbus airliners. In 2004, the Civil Aviation Safety Authority of Australia identified a time counter fault which causes loss of all Electronic Instrument System (EIS) Display Units (DU). This condition occurs after 145 hours of continuous operation of ISIS and is very dangerous as the pilots are deprived of essential flight data. Reset should be performed on the ground after a complete electrical shutdown. There appears to have been an ISIS malfunction in the cockpit of Air France Flight 447, but the details have not been made available.


A330 ISIS
A330 ISIS display
CGI - LuckyBogey's Blog

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A330 ISIS
A330 ISIS schematic
CGI - LuckyBogey's Blog

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A330 ISIS
ISIS Thales Specifications
CGI - LuckyBogey's Blog

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CRUISE, FLIGHT ENVELOPE and SITUATIONAL AWARENESS

cockpit PFD
A330 Primary Flight Display
CGI - Airbus A320/330 Panels

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A330.340 autopilot activation
A330.340 Autopilot Activation
Diagram - Airbus A320/330 Panels

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PFD Altitude
A330 Altitude Section
CGI - Airbus A320/330 Panels

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A330 throttle levers
Throttle Levers / Elevator Trim
Diagram - Airbus A320/330 Panels

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A330 throttle levers
Trim Wheel
Photo - A personal reflection on the AF447 accident

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altimeter diagram
Altimeter
Diagram - FAA Aviation Instrument Flying Book

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air speed indicator
Air Speed Indicator / Color Codes
Diagram - FAA Aviation Instrument Flying Handbook / FAA-H-8083-15A:Fig.3.3

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WHEN THINGS GO WRONG IN THE DARK ... TERRIBLY WRONG ...

pitch control
Pitch Control
Diagram> - Professional Pilots Rumor Network (PPRuNe)

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Autopilot Lost / Reconfiguration Flight Laws

At a certain level of dysfunction with data streams from control surfaces (sensors, computer chips), the central computer systems will automatically re-adjust. Normal Law will be set aside and depending upon the degree of difficulties, Alternative or Direct Law will become operational with the attendant loss of several or most 'protections' of the flight envelope. Understand that these changes are not implemented by the human Pilot Flying. When certain thresholds of difficulty are reached, 'systems' makes these changes and informs the cockpit. At this point, the pilots find themselves with some small measure of direct input into flying the aircraft (Alternative Law), or in direct control of almost all important functions as in days of old (Direct Law).

reconfiguration control laws
Control Law Reconfiguration
Diagram - Professional Pilots Rumor Network (PPRuNe)

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This web page is an appendix from the eBook that derives from our Air France Flight 447 project. Chapters and appendices from this ebook are released out of sequence so as to make them available at the earliest possible date.

The first chapter in the Air France, Flight 447 eBook introduces the flight of Airbus F-GCZP from Rio de Janeiro to Paris, May 31/June 1, 2009 and the serious problems that soon became apparent to the crew. The second chapter in this eBook discusses the search for the wreckage of Air France, Flight 447, and the recovery of the Flight Deck Recorder and Cockpit Voice Recorder. The third chapter reviews the last five minutes of Air France, Flight 447. The fourth chapter examines the design and function of the pitot-static and angle of attack sensors whose data is essential to the Fly-By-Wire computer system interaction with flight control surfaces. There is a consensus that iced over pitot tubes rendered the Airbus 330 computer system unable to properly instruct flight control surfaces because the data stream the conveyed essential parameters about the flight envelope was either absent or corrupted from a critical time point forward. The fifth chapter will look at the vertical stabilizer of Airbus 330 aircraft, review the problems inherent with carbon-resin components in aircraft design, review aviation incidents in which tail components detached from the aircraft fuselage, and attempt to assess the contribution to the Air France FLight 447 tragedy that was made by the loss of the vertical stabilizer.

The sixth chapter will look at 'hypercomplexity' as inherently problematic in aircraft design. The seventh and last chapter will attempt an integrative scenario - synthetic analysis - to explain the AF 447 tragedy. Several suggestions for changes to aircraft design and pilot training will be offered. Target date to have all chapters and appendices online is February 1, 2012, at which point this ebook can be read in a coordinated sequence. Photos and technical graphs are presented in a larger size than is usual so that details and small font text may be read as easily as is possible. The design of these web pages is optimized for a monitor resolution of 1440 x 900. If your monitor is set to display smaller dimensions, horizontal scrolling of these web pages will be necessary. Please bookmark this page and occasionally check back to remain current with this publication schedule.


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