The link someone helpfully posted a while back to the Air Caraibe report is:
http://www.eurocockpit.com/docs/ACA.pdf
It’s an internal Air Caraibes discussion document dated December 2008, and issued by their Flight Safety Manager. It refers to two near-identical incidents in August and September of 2008, each one happening to a different A330-200 in the fleet. It then goes onto describe in detail one of those incidents, the case of F-OFDF operating from Martinique to Paris. Note that it doesn’t say where these incidents occurred, nor give more than bare details of the weather encountered.
It’s clearly a scan of a photocopy of the document (and therefore not an “official release” by anyone), and is in 8 sections. Most of those sections are effectively in English, and they go through in detail the instrumentation displays, alerts and checklists which are all given in “Aviation English”, as are all the diagrams. The sections are (I’m translating here):
1 – Avoidance of the area of turbulence
2 – Application of the procedure “SEVERE TURBULENCE” QRH 5.01
3 – Icing of the probes
4 – Reaction of the flight crew
5 – Analysis of the events and their consequences
6 – “RESETS”
7 – Modification of the “PITOT” probes
8 – Meeting at “AIRBUS”
[my note: this meeting is about conflicts between alerts and checklists, especially relating to “STALL”]
My own sense is that only the very beginning of the document really requires that you read French, so here’s my translation [btw, everything in CAPITALS is in capitalized English in the original]:
Dear Colleagues,
At the end of August and the beginning of September our two Airbus A 330-200s ran into severe icing conditions. The causes and consequences were near-identical. Please find below a detailed account of the flight of F-OFDF between Fort de France and Paris Orly.
Phase 1 - Avoidance of the area of turbulence
At 2211hr “HDG” mode was selected on the “FMA”. At 2212hr, as the “WEATHER DEVIATION PROCEDURES FOR OCEANIC CONTROLLED AIRSPACE” was adopted, the crew climbed from 35000FT to 35300FT. This gain in altitude of 300FT did not produce any improvement in flight conditions. As a result, at 2214hr the crew decided to descend, and again stabilized at 35000FT.
Phase 2 - Application of the procedure “SEVERE TURBULENCE” QRH 5.01
At 2222hr + 9s, as the “SEVERE TURBULENCE” procedure was applied, Mach was reduced to M0.80 and the “A/THR” was disconnected. As a result of the weight of 206T and FL350 the “PF” then adjusted N1 to between 81% and 82%.
Phase 3 – Icing of the probes
From 2222hr + 20s to 2222hr + 36s the “TAT” rose from -14deg Celsius to -5 deg Celsius. This rise in overall temperature is a previously seen symptom when severe icing conditions are encountered. The value of the “TAT” in fact reflects the build-up of ice on the probe.
From 2222hr + 36s to 2223hr + 00s the “TAT” maintained a constant value of -5 deg Celsius. ………….
From here on anyone who understands “Aviation English” should be able to follow the text quite easily.
AGB