wx training + missing SIGMETs in AF prelim report
It is at least interesting that despite the BEA report of August 2008 (a study on turbulence/weather related upsets, including with AF long distance a/c) there was apparently so far no hightened awaress on the use of weather radar. Link to the report in post # 800. This study pinpoints amongst others to weaknesses in the operation of wx radar by f/c's.
It is BTW interesting that the report mentions one (AF) accident with an A340, where the captain was not on the f/d when a serious upset happened (overspeed, A/P disengage) and where the PF was unable to open the door for the captain to re-enter until after the upset, since the PF needed to regain control over the flight.
The report also states that it would make sense that ACARS is used more for companies and crew in flight to communicate weather updates. In the case of AF447 the f/c nor AF did make use of this possibility.
Fact is that there would have been quite some reason for that. The TEMSI file on board showed ISOL and EMBD thunderstorms en route and so did the SIGMET 7 for FIR ATLANTICO, valid from 1800-2200, as mentioned in the prelim report indicating EMBD TS.
What is interesting of the prelim report is that it seems to mention SIGMET 10 for FIR ATLANTICO as the next SIGMET. While this is true in terms of period of coverage (2200-0200), the prelim report does not mention SIGMET 8 and 9.
SBAO SIGMET 8 VALID 311800/312200 SBRE- ATLANTIC FIR EMBD TS FCST SW OF CIDER PSN/ S35W034 AREA TOP FL400 STNR NC=
SBAO SIGMET 9 VALID 312200/010200 SBRE- ATLANTIC FIR EMBD TS FCST SW OF REGIS PSN/ERETU PSN/ N02W046 AREA TOP FL370 STNR NC=
Combined in a series 7 to 10, the SIGMETs show highly dynamic, intense and widespread EMBD TS activity in the ATLANTICO FIR on the foreseen route. Had the AF447 f/c availed about the full series through ACARS, they could probably have been on higher alert as to penetrate the zone concerned and perhaps used the wx radar more optimally.