ACTUALITE Aéronautique : Suivi et commentaire de l\'actualité aéronautique
Normalement, ... oui.Vector a écrit:Est-ce que l'emploi de composites et de nid d'abeilles favorise la présence de débris flottants ?
Ou traces d'explosifs...., le cas échéant (remarque faite sans préjuger des trouvailles).Vector a écrit:Par ailleurs, l'analyse des débris devrait permettre d'en savoir plus sur la nature de l'accident : traces de feu, grandeur des morceaux, caractéristiques des surfaces de rupture. etc.
Oui, .... mais, comme il se doit, ..... la prudence sera de mise ! Pas d'hypothèses ou de conclusions hâtives.Vector a écrit: En résumé, le BEA va pouvoir commencer à travailler sur autre chose que les messages ACARS.
Sans autre commentaire..........More Bodies Found Near Air France Crash Site.June 7, 2009
Search crews retrieved four more bodies from a crashed Air France jet on Sunday, spotted other corpses and found a large amount of debris from the plane that crashed into the Atlantic ocean.
Brazil's navy said on Sunday it had retrieved three more bodies and France said a helicopter operating from one of its naval frigates had recovered another body from the world's worst air disaster since 2001.
"Hundreds of items are being found and being stored until we know where they should go," Brazilian Air Force spokesman Henry Munhoz told reporters in the northeastern city of Recife, where the bodies and debris will eventually be brought.
Several other corpses spotted on Sunday by Brazilian Air Force planes are expected to be picked up later in the day, search officials said.
Brazilian network Globo reported on its web site that a refrigerated truck used to store corpses was waiting on the islands of Fernando de Noronha, 230 miles off the coast of Brazil.
No comment.Qantas says no A330 action needed after Air France crash
SYDNEY, June 9, 2009 (AFP)Australian flag-carrier Qantas on Tuesday said it had confidence in its Airbus A330s, despite last week's Air France crash, and rejected any link to an incident that left 14 injured last year.2009 AFP
Airbus a raison ! Il faut laisser les chiens aboyer ! Ils ne savent pas ce qu'ils font !Swift60 a écrit:Bonjour, et merci !
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Par ailleurs, Airbus déclare qu'il n'a aucune intention d'immobiliser la flotte mondiale d'A 330 ( on peut même lire ici et là des diatribes contre tous les A, y compris le 320 ), ça commence à ressembler à une vraie campagne bien orchestrée qui profite à....?
Cette bave dont on a pu voir les traces, telles celles d'une limace sur de la pièrre propre, réfléchit une certaine ligne de la Rédaction du Figaro qui semble faire faire le sale boulot par ses exécutants ! Cela n'est pas "Le Figaro" ! Un tel article n'a rien de professionnel ! C'est de la "bave de sensationnaliste" !Swift60 a écrit: Sur Aerocontact :
PARIS, 10 juin (Reuters) - Airbus n'a aucune intention de clouer au sol sa flotte d'A330 et d'A340, qui sont des avions sûrs, a déclaré mercredi un porte-parole de l'avionneur européen, réagissant ainsi à un article à paraître dans le Figaro.
Airbus a raison ! Mais on ne peut pas empêcher les idiots de raconter des âneries,.... ou les machines à hypothèses de faire des hypothèses (ou, si vous aimez mieux, ... d'avancer des bobards). On l'a vu si souvent ! Cette faune-là est assez bête pour appeler ça "la liberté d'expression" !Swift60 a écrit: "Nous n'envisageons pas d'immobiliser la flotte parce que ce sont des appareils sûrs", a dit à Reuters Stefan Schaffrath, le porte-parole d'Airbus.
(Tim Hepher, version française Benoit Van Overstraeten)
http://www.aerocontact.com/actualite_aeronautique_spatiale/ac-airbus-dement-vouloir-immobiliser-les-a330-et-a340~08283.html
Et aussi, Airbus envisage au moins une plainte contre un organe de presse (entendu à la radio )
Oui ! Moi, aussi ! Je l'ai écouté attentivement. J'ai grandement apprécié son intervention, ....sa performance. Je l'ai trouvé digne, .... à tous points de vue. Il convient de retenir le justesse et le dignité de ses propos.Kasper a écrit:Bonsoir,
J'ai entendu et vu M.Gourgeon sur la 2 à la télévision.
Oh, oui ! Il a été bien plus élégant que moi ! Je me suis permis d'exercer ma liberté d'expression d'une façon plus musclée ! Lui, c'est lui ; moi , c'est moi ! Il est dans son contexte, avec d'autres contraintes, ... moi dans le mien, ... voire dans le nôtre, ... sur Avia !Kasper a écrit:Il dit la même chose que vous Sevrien, en d'autres termes.
Oui ! J'ai apprécié son professionnalisme, et son "humanité" ! Il a fait une bien meilleure prestation que certains que nous avons vus dans des circonstances similaires !Kasper a écrit:Il semblait sincèrement agacé par toutes les hypothèses émises par "ceux qui se prétendent experts" et a insisté sur le fait que l'info Airbus sur les sondes, relayée une semaine plus tard par AF, était anterieur à ce tragique accident.
Significatif !The most detailed account of previous pitot icing incidents on the A330 comes in a memo written by the flight safety officer of Paris Orly-based Air Caraïbes Atlantique after the carrier suffered two in quick succession.
Hugues Houang describes how A330-200s F-OFDF and F-OPTP encountered severe icing in virtually identical circumstances at FL350 on North Atlantic flights between Paris and Martinique in August and September last year.
Stressing their similarity, he relates how one crew then encountered turbulence followed by what appears to have been pitot icing - identifiable because the detected temperature climbed to the temperature of the ice (-5°C/23°F).
Over a 2min period they then observed grossly incorrect airspeed and Mach indications followed by multiple warnings reminiscent of those experienced on AF447, autopilot disconnect, a period in alternate law, and a stall warning.
The crew managed to control the aircraft and very quickly the measured temperature returned to normal, speed indications were resumed and they were able to re-engage the autopilot. Houang describes the full sequence of symptoms in great technical detail in his report.
Subsequently the airline called a meeting with Airbus. Houang says: "At the initiative of our training manager we stressed the difficulty encountered by the crew in applying the 'unreliable speed indication' checklist."
He explains how the quick reference handbook includes potentially contradictory guidance about the probable validity of stall warnings in the conditions experienced, particularly in alternate law.
He concludes: "Despite these contradictory aspects, the pilots of [the aircraft] knew how to react to the two inappropriate stall warnings.
Furthermore the Airbus engineers understood all the difficulties encountered by the crew in applying rapidly and effectively the 'unreliable speed indication' procedure."
Houang says the Airbus engineers agreed to consider modifying the checklists and at the time of writing the memo, on 1 December last year, he was waiting to see what happened.
Meanwhile, the airline immediately upgraded the pitot tubes on its four-strong A330 fleet to the improved Thales model designed to address the icing issue.
An Air France air safety message to its pilots last November talks of six related incidents on A330/A340s resulting in incorrect airspeed indications, numerous warning messages, and sometimes configuration alerts.
It urges pilots to be vigilant at high altitude when icing and turbulence are encountered, and to fly the aircraft gently if they take manual control.
Data transmitted from the Air France Airbus A330 that crashed into the South Atlantic has given French accident investigators some insight into a range of aircraft system faults, but no information about the nature of its trajectory during its descent into the sea or its structural integrity. The aircraft crashed en route from Rio de Janeiro to Paris on 1 June with the loss of 216 passengers and 12 crew
Some debris has been retrieved from the surface, but efforts to find AF447 - and the flight data recorder that will be the key to establishing the cause of the crash - are hindered by the great sea depth in the crash region, of up to 6,000m (19,700ft).
BEA investigations agency director Paul-Louis Arslanian has cautioned the international media about the value of the error signals transmitted automatically by the aircraft (see box), stating that they were "not designed for investigations" and only gave an indication as to the status of particular systems without providing information about why the systems status had changed.
Arslanian says that while a connection between the signals and the loss of flight AF447 "would appear probable", there was no direct evidence of "causality between the messages and the accident".
Between 02:10 and 02:14 GMT AF447's aircraft communications addressing and reporting system (ACARS) reported five failure reports and 19 warnings; including some repeats.
- 02:10 - 12 messages, indicating a difference in airspeed sensor inputs, the autopilot and auto-thrust disengaged, TCAS indicated fault mode and flight control law changed from normal to alternate.
- 02:11 - fault message for an air data inertial reference unit and the integrated standby instrument system.
- 02:12 - warning message "NAV ADR DISAGREE" indicated that there was a disagreement between the independent air data systems.
- 02:13 - the flight management guidance and envelope computer indicated faulty.
- 02:14 - warning about the ADR, a cabin vertical speed message was triggered.
The region in which the aircraft disappeared, the inter-tropical convergence zone, is characterised by cumulonimbus cloud and thunderstorms caused by vigorous convective activity generated by surface heating. Meteo France deputy director Alain Ratier, however, says the weather systems on 1 June were "normal" for the tropics: "We cannot conclude that this situation was exceptional."
A systems anomaly, the details of which were datalinked to Air France, would have given the crew a very high workload shortly before the aircraft's loss. A disparity developed between the information provided by the aircraft's three pitot-static systems. This would have provided the crew with different, possibly fluctuating, airspeed and altitude indications and, at the same time, it caused the autopilot and autothrottle to trip out, leaving the pilots to fly the aircraft manually.
The problem is believed to have been caused by the pitot tubes becoming corrupted by ice and/or water, because the probes installed on this airframe were of a model that had a record of such problems in bad weather. Air France is currently replacing them with an improved model that has more effective water drainage.
Meanwhile, Airbus has reissued a bulletin originally promulgated in 2001 about the procedure for dealing with this situation, which consists of maintaining a combination of aircraft attitude and power that is known to keep the airspeed within an acceptable range.
The fact that the aircraft was lost within minutes of this problem arising makes the circumstances strikingly similar to previous accidents in which a system failure or anomaly distracted the pilots, following which the aircraft entered a rapid descent that the crew failed to arrest.
These accidents, which all took place over sea at night, include the 1996 Birgenair Boeing 757 pitot-static corruption incident in which false airspeed indications led to a stall warning and loss of control, the 2004 Flash Airlines 737-300 loss over the Red Sea and the 2007 Adam Air 737-400 loss of control over the Java Sea when the crew fixated on troubleshooting a failed system
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par Vector Lun 8 Juin 2009 - 3:10