Aviation News, Headlines & Alerts
 
Category: <span>Air France</span>

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Airbus Landing Gear Problem Returns Air France Flight to Veneuzuela

What: Air France Airbus A330-200 en route from Caracas Venezuela to Paris
Where: Caracas
When: Apr 13th 2011
Who: 207 passengers
Why: Unable to retract the landing gear, the plane circled for three hours to burn off fuel and made a safe landing in Caracas.

No doubt the situation caused significant anxiety. Any time an Air France flight originating in a South American country has a problem en route en route to Paris, the passengers in crisis must inevitably remember what happened to Air France Flight 447 and wonder if they too will become innocent victims, and statistics lost at sea.

March 2011 Inventory of AF 447 & Phase 4 Complete


The new parts of the plane which have been found include part of a landing gear, a left wing panel, one of the GE engines and a portion of the fuselage. The cockpit voice and flight data recorders have not been found, but neither have the parts of the plane where they are normally located.

Corrosion, which is the enemy of the black boxes, is not likely to have infiltrated at the current depth, so the search is optimistic. Whatever is found will supplement the last Aircraft Communication Addressing and Reporting System (Acars) error messages that were sent by the failing Airbus.

The debris field appears to be in a flat area within a larger area of subterranean mountainous topography.

The ship Ile de Sein from the company Alcatel-Lucent Submarine Networks (ASN), equipped with a ROV from Phoenix International Inc., will be undertaking the fifth phase of maritime operations, directed by the BEA and financed by the French State.

In a statement about the search, the BEA director Jean-Paul TROADEC said “to check the predictive ability of the drift calculations… drift buoys were dropped, at the BEA’s initiative, from a French Navy aircraft at the beginning of June 2010 in the area of the accident. Tracking them via satellites in the following weeks demonstrated the turbulent nature of the currents in this region and thus the difficulty of predictions.

Analysis of all of the results from the previous searches allowed the BEA to deduce that the zones that had previously been searched using sonar did not need to be explored again, given the performance of this type of equipment.

This was why phase 4 was based on the strategy of a systematic search of all of the zones not explored up to then during phase 2 by the IFREMER SAR sonar and during phase 3 by the REMUS and ORION sonars. This thus led to covering the whole of the remaining area of 10,000 km2 in the Circle.

The study carried out by Metron at the request of the BEA thus consisted, based on analysis of all of the surface and undersea search data since the accident, to attributing degrees of probability of the presence of wreckage to the various regions in the Circle, given that that those that had been covered by sonar were considered “clear”.

This study, published on the BEA website on 20 January 2011, indicated a strong possibility for discovery of the wreckage near the centre of the Circle. It was in this area that it was in fact discovered after one week of exploration thanks to the performance of the REMUS AUV’s operated by Woods Hole Oceanographic Institution.”

BEA


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Comair jet struck by Air France Airbus on the ground.

What: Air France Airbus 380 en route from NY to Paris
Where: JFK, NY
When: April 11, 2011
Who: Air France Airbus passengers; and Comair passengers;
Why: A Delta/Comair Bombardier CRJ-700 (N641CA) which had just flown in from Boston was struck in the tail by the left wing of an Airbus.

There were no injuries, but a lot of inconvenience, plus damage to both planes. (The Comair left horizontal stabilizer and the Airbus wingtip.) The Air France flight was cancelled because of the damage. Both flights were cancelled, although the Air France flight hadn’t gone anywhere. The Air France passengers had to disembark and retrieve their luggage as alternatives for reaching their destination were sorted out.

The National Transportation Safety Board is investigating.


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Limbo

They say that time heals all wounds. And in a sense that may be true even for the families who lost loved ones in a plane crash, as long as we can interpret “healing” to mean that time eventually eases the sharpness of the pain of loss. And while that degree of healing is something that happens with people because our nervous systems are built for survival and allow us to adapt to even agonizing loss, the same thing is not true of mechanical equipment. While people bathed in time may get a little better, black boxes, radar components and computers that sit in salt water for a long period of time do not get better. In fact a scientist could present us a ratio of the time an item spends in ocean water : accessibility of evidence in terms of a diminishing ratio of accessibility. Or in other words, the longer evidence soaks in salt water, the more diminished our capacity to analyze it. Not that the same ratio applies across the board, of course–the frailty of paper in salt water is not the same as metal. And rice paper would differ from bond which would differ from cardstock. But in general, one can certainly say the longer evidence sits in the ocean, the more degraded that item will be. Ocean-time won’t heal evidence; but it sure helps damage or destroy it. So any evidence that we find now has been quietly degrading for almost 2 years.

So now we have the news that the fourth search for the black boxes has turned up something even more stupendous–they found identifiable remains. Great hosannas and praise by the submarine-load is being lavished by the audience of a world who is transfixed by the news. How amazing it is that on this fourth search for a needle in a haystack, after two years time and ocean currents, and countless storms and tides, with each passing moment making discovery that much less likely, after all this, a needle is found. But who is the world praising? The searchers, certainly. The searchers have as they say these days “mad” skills. But let’s not praise the sponsors of the search.

If not for the sponsors quitting, this discovery would have been found two years ago, or sometime between then and now. Because let us not forget the sponsors of the search, Air France and Airbus—both of whom could well afford to continue—have THREE TIMES quit. Quit the search, leaving key questions unanswered. Quit the search, the black boxes with their priceless knowledge, unfound. Quit the search, and left the families dissatisfied, and without closure.

Nevermind that this is such a timely find. Days after a judge takes the high road of French law and declares Airbus and Air France open to a criminal investigation for the crash of Air France 447, suddenly we have such a “feel good” media moment. Bodies found. Good job, searchers. Bad job Air France. Bad job Airbus.

If you had not given up, (and let’s face it, your reasons were purely financial,) what is lost would have been less dispersed by currents and time. And perhaps what is more important, the families would not be having their wounds reopened. Because these are not live family members found. This will not be true joy and true relief. This is just re-opening that sense of grief and pain, which is torturous after the anesthetic of two years. For those families whose lost are still lost. And for those families now able to receive their two lost loved ones, the grief and pain will be renewed. It will force them to relive the deaths all over again. Because even when they’re found, they’re still lost.

The question remains, why did you ever quit the search? This Pandora’s box of pain could have been closed and laid to rest by now, if you had not quit. Shame on you.

Costuma-se dizer que o tempo cura todas as feridas. Em certo sentido, isso até pode ser verdade para as famílias que perderam entes queridos em acidentes aeronáuticos, contanto que interpretemos essa “cura” como um alívio à agudeza da dor e do sofrimento. E embora esse nível de cura seja algo possível às pessoas porque nosso sistema nervoso é projetado para sobreviver, permitindo que nos adaptemos à mais agonizante perda, o mesmo não é verdade para equipamentos mecânicos. Ainda que pessoas banhadas pelo tempo possam ficar um pouco melhores, caixas-pretas, peças de radar e computadores abandonados em água salgada por um longo tempo não ficam nem um pouco melhor. Na verdade, um cientista poderia nos apresentar uma relação em função do tempo que um item permanece em baixo d’água, demonstrando uma taxa decrescente de acessibilidade das evidências. Em outras palavras, quanto mais tempo uma evidência fica submersa, menor é nossa capacidade de analisá-la. Isso não significa que uma mesma taxa se aplique a todas as evidências – é claro que a fragilidade do papel na água não se equipara à do metal. De modo geral, contudo, pode-se afirmar que quanto mais tempo um item permanecer no mar, mas degradado ele ficará. O tempo no mar não trará cura às evidências, mas certamente ajudará a danificá-las ou destruí-las. Logo, qualquer evidência que encontremos agora terá enfrentado uma lenta degradação por quase dois anos.

Agora somos surpreendidos pela notícia de que a quarta busca pelas caixas-pretas encontrou algo ainda mais estupendo: corpos que podem ser identificados. Graças e louvores pelas descobertas submarinas têm sido dadas pelo público mundial que se mantém atento às notícias. Como é incrível que nessa quarta busca de uma agulha no palheiro, já após dois anos, com correntes oceânicas e diversas tempestades e marés, e com o passar do tempo tornando qualquer descoberta cada vez mais improvável, uma agulha tenha sido encontrada. E quem está sendo saudado pelo mundo? As equipes de busca, com certeza. Elas demonstraram habilidades verdadeiramente fenomenais. Mas não vamos enaltecer os patrocinadores das buscas.

Se os patrocinadores não tivessem desistido, essas descobertas teriam sido feitas há dois anos, ou em algum momento entre a data do acidente e hoje em dia. Por isso, não vamos esquecer que os patrocinadores das buscas, Air France e Airbus, que bem podiam ter arcado com sua continuidade, abandonaram-nas por três vezes. Abandonaram as buscas, deixando importantes perguntas sem resposta. Abandonaram as buscas, deixando perdidas as caixas-pretas e suas valiosas informações. Abandonaram as buscas, deixando famílias insatisfeitas e sem uma conclusão.

Não importa que essa descoberta seja tão oportuna. Dias após um juiz aplicar os rigores da lei francesa e declarar que a Airbus e a Air France podem ser investigadas criminalmente pelo acidente com o voo 447 da Air France, temos de repente um “agradável” momento na mídia. Corpos são encontrados. Bom trabalho, equipes de busca. Grande falha, Air France. Grande fracasso, Airbus.

Se vocês não tivessem desistido (e, sejamos francos, seus motivos foram puramente financeiros), as perdas teriam sido menos dispersadas pelas correntes marítimas e pelo tempo. E talvez, ainda mais importante, as famílias não teriam suas feridas reabertas. Como não estamos falando do encontro de sobreviventes, essas descobertas não trarão verdadeiro alívio e verdadeira felicidade. Elas apenas servirão para recrudescer aquela sensação de dor e sofrimento, que é uma tortura após dois anos de anestesia. Para aquelas famílias cujos entes queridos não serão encontrados, e para as demais que agora receberão os restos de seus familiares, a dor e o sofrimento serão renovados. Isso as forçará a reviver as mortes mais uma vez.

Porque, mesmo encontrados, eles continuam perdidos.

A dúvida permanece: “Por que vocês desistiram das buscas?” Se vocês não tivessem desistido, essa Caixa de Pandora de dor já poderia ter sido fechada e enterrada a essa altura. Vocês deviam se envergonhar!


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Airbus Yesterday, Air France Today: Justice Wheels Grind Slowly

George’s Point of View


Thursday’s news was that Airbus is being investigated for Air France Flight 447. Airbus officials made a public statement that they “strongly disapprove” of the decision, (no doubt!) but would comply with the investigation. Note to readers: This is law, not option. So let’s take that cooperation with a grain of salt, shall we? When the judge tells you that you’re being investigated, you say, “Yes Ma’am.”

March 20 is the date the search starts again, more on that below.

So yesterday, Thursday, was Airbus’s turn in court–
Today, Friday, Air France has been called in its turn before a judge in France to get its hand slapped. Or get in preparation to get its hand slapped, in ten years or so. Anyway, Air France is also on the mat.

Or, as they call it in France, (to be purists here) Mise en examen

This is a criminal investigation. It is a matter of FRENCH LAW. As it was explained to me, “Every air accident is also a criminal matter, and a judge is appointed to oversee the investigation and follow up including charges if any to be filed.”

So what was the problem with the flight? It crashed. It killed lots of people No one knows for sure why. (Though to some of us it seems obvious.) No black boxes, right? But we’re not idiots. We have plenty of information about what was going on. Not everything, of course, but we have the messages sent by the plane’s computers. They reflect faulty readings which are believed to be the result of faulty pitot tube readings and a series of system failures. We would have a rounder picture of events if the black boxes, which hold crucial information were not misplaced somewhere in the Atlantic. They think they know where it is, (or at least they say they know or say they think they know) based on drift and whatnot (heavy on the whatnot.) But millions have been spent finding this needle in a stack of needles under the ocean, in a submarine mountain range. Nearly 30 million dollars has been spent on the search for the black boxes so far. The cost of the new search is shared by Airbus and Air France and will cost 12.5 million.

What about the details about the mise en examen preliminary manslaughter charges filed Thursday against Airbus? They were filed in French court by Judge Sylvie Zimmerman over the 2009 deaths of 228 people aboard Air France Flight 447. Fatal accidents automatically prompt criminal probes running concurrent with civil investigations, but a couple of points which may not be obvious to Americans not versed in French Justice are that the charges may be issued pending further investigation, and may hinge on the black boxes which have not been found and may never be found; AND the dual investigation slows things down. That may be one item that delayed the Concord trial 10 years after the accident. You’ve seen pictures of a guy walking around with a tiny ankle-biting dog chewing on the hem of one pants leg? Well, instead of a chihuahua, picture the entire french justice system. Might tend to slow down ones progress, do you think?

So Air France will be in court Friday, ie today. Watch the news, because what we saw yesterday about Airbus, we’ll see today about Air France. I hope the families are getting some satisfaction from this, because it is going to be a long (long long long) time before they feel like they’re actually being heard, not herded into obscurity.


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Athens Bird Strike

What: Air France Airbus A319-100 en route from Athens to Paris
Where: Athens
When: Feb 25th 2011
Who: 113 on board
Why: On takeoff, the plane had a bird strike.

THe flight returned to Athens about 30 minutes after takeoff. The extent of the damage to the plane was not reported.


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The Hidden Face of 35 Unrevealed Improvements

35 (unrevealed) proposals suggested by the eight member panel of aviation experts will be implemented rapidly, in the wake of the crash of Air France 447.

Findings on that crash hinge on the lost black box and wreckage; a fourth search effort is beginning this year, funded by Air France and Airbus, and if anything is found, the recovery will be government funded.

The failure is blamed on faulty readings from the plane’s pitot tubes (speed sensors) after they iced over and fly by wire systems consequently failed.

Air France’s deficient safety culture is detailed in the book La face cachée d’Air France


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Air France Moving Forward: Obfuscating the Issue and Consumer Politics

George’s Point of View

While we are waiting for news of where Air France Flight 447 disappeared to, somewhere in the ocean (and no one can really say with any great specificity anything more specific than somewhere between Rio de Janeiro and Paris France because everywhere they apparently believe it was, they looked, and it wasn’t) Air France is coming out with a report.

An Air France assessment initiated by Chairman Jean-Cyril Spinetta in 2009 and performed by an international panel of eight aviation experts dubbed the Independent Safety Review Team is due to be released Jan 24, 2011.

Its inception was timed, not too surprisingly, six months after the fatal crash, and although officially having nothing to do with the fatal event, its timing alone suggests an optimistic attempt on the part of Air France’s media team to counterbalance the lack of consumer confidence in the airline after they lost a whole plane and 228 lives.

The report will cover training, technical and flight-safety issues, though the not-too-hidden agenda may be to reflect changes made since the crash of Air France Flight 447, (whose wreckage we all know has still not been located.) The report is a beginning of the “New Transparancy” proposed by Air France. There are people who would like to see that transparency extend to some old news, such as what is going on with the search for the wreckage of the worst accident in French aviation history.

The last (02:10) ACARS transmission from Flight 477 contained a set of coordinates indicating the location as 2°59?N 30°35?W officially the last known position, (when the twelve warning messages with the same time code indicated autopilot and auto-thrust system had disengaged, TCAS was in fault mode, and flight mode changed from ‘normal law’ to ‘alternate law’) but one wonders if the instrumentation was already in disagreement at that point, i.e. if that location data could be as faulty as the frozen pitot tubes.

So the report will be out today. The Assessment of Air France training, technical and flight-safety issues is bound to be a big event, but as the media and airline waves these initiatives in the public face, there are a lot of people still staring out to sea, looking for that lost wreckage, who won’t be distracted by any (see-here-look-at-this-news-see-how-much-we-are-improving) sleight of hand.


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Air France Emergency Landing in Iceland


Click to view full size photo at Airliners.net
Contact photographer Alejandro Torres

What: Air France Boeing 777-200 en route from Paris to New York
Where: Iceland
When: Monday Jan 17, 2010
Who: 232 passengers
Why: While en route, the pilot became sick and the flight was diverted to Iceland. The first officer landed the plane safely at Keflavik Airport. The captain was hospitalized.


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Boeing Delivers 200th Airplane to Air France

Wash., Dec. 10, 2010 Boeing and Air France celebrated on Wednesday the 200th direct delivery of a Boeing jetliner – a 777-300ER (extended range) – to the Paris-based carrier.

“The 777 is the backbone of our long-haul fleet. This new aircraft will support Air France’s projected growth on long-haul destinations and confirm the Air France-KLM Group’s European leadership position on the international network. With this latest delivery, Air France continues to upgrade its fleet, one of the youngest in Europe, and launches its new business class seat,” said Bruno Matheu, chief commercial officer of Air France.

“The delivery of this 777-300ER, our 200th airplane delivered to Air France, is a tribute to the 777 and the long-term relationship between Air France and Boeing,” said Marlin Dailey, vice president of Sales & Marketing for Boeing Commercial Airplanes. “The 777 offers an unbeatable combination of economics and passenger comfort that will continue to give Air France a competitive advantage in the marketplace.”

Air France’s new 777-300ER has 383 seats including 42 business class lie-flat seat beds measuring over 78.74 inches (2 m) in length, plus an in-seat entertainment system with 15-inch (38 cm) wide screens in 16:9 format. Air France is a member of Sky Team, and will operate this 777-300ER between Paris and Montreal. In January 2011, it will be operated on the new direct route between Paris and Ho Chi Minh City, Vietnam.

The first Boeing jet, a 707, was delivered to Air France in 1959. The airline also has operated 727s, 737s and 767s and ordered its first 747s in 1966. Air France first ordered 777-200ERs in 1996 and was a launch customer for the 777-300ER in 2000 and for the 777 Freighter in 2005.
For the 2011 summer season, Air France will be operating a total of 61 777s making it one of the largest 777 passenger fleets in the world. The airline also operates two 777 Freighters and 12 747s. Boeing is scheduled to deliver to Air France one 777 Freighter in 2011 and 11 additional 777-300ERs through 2015. In addition to their direct purchase of Boeing airplanes, Air France has successfully operated many other Boeing airplanes on lease for many years.

The 777-300ER is 19 percent lighter than its closest competitor, greatly reducing its fuel requirement. It produces 22 percent less carbon dioxide per seat and costs 20 percent less to operate per seat. The airplane has a maximum range of 7,930 nautical miles (14,685 km). The 777 family is the world’s most successful twin-engine, twin-aisle airplane. Sixty-one customers around the world have ordered more than 1,100 777s.


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Air France, Airbus Playing “Hot Potato” with Responsibility

Air France denies responsibility for the Air France Flight 447 crash, saying that they had raised concerns about the sensors before the crash.

If they did so, it would seem the memorandum they presented indicates that they were aware of the problem, and therefore responsible. Though Air France “submitted a memorandum to show it had taken ‘all possible precautions” after a series of earlier sensor failures,’ ” it would seem the memorandum would indicate that they were aware of a problem, and should have cancelled flights until the problem was corrected. Certainly passengers were not made aware that there was a potentially serious issue.

If Airbus had really been concerned, they would have installed the $50,000 backup system used by other carriers in the event of a multiple airspeed sensor failure.

Watching Air France and Airbus (and Thales) shift blame for the crash back and forth is like watching a child’s game of “hot potato.” When they are finished passing the buck, who ever ends up officially responsible, the victims are still just as dead. Time for someone to “man up.”

There are rumors that a request will be made to Transport Minister Thierry Mariani to continue the search for the black box. Three earlier searches failed, seeking the Airbus SAS A330, which crashed into the Atlantic on June 1, 2009, en route from Rio de Janeiro to Paris, killing all 228 people aboard. 6,700 square miles was searched for the acoustic pings, but the batteries are now dead, and searches changed to sonar imaging.

The BEA claims that only the black boxes will tell the truth of what happened but drags its feet in continuing the search. On May 6th 2010, a French deputy minister told the public that the black boxes had been found (meaning, apparently, that their general location had been pinned down.) That report was withdrawn. That fact, combined with the BEA reluctance to continue searching, has led to persistent rumors of a cover-up.

Private shareholders own 81.4% of Air France, 37% held by former Air France shareholders and 21% held by former KLM shareholders. The Government of France owns 18.6% of Air France—putting the BEA in the awkward position of heading an investigation where it has essentially owes 18.6% responsibility.

Air France was fined €310 million this month for price fixing. Read about their response to the fine


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Poland: Airbus Fuel Leak


Click to view full size photo at Airliners.net
Contact photographer Hans Schulze

What: Air France Airbus A320-200 en route from Warsaw to Paris
Where: Warsaw
When: Nov 5th 2010
Why: After takeoff, the crew noticed that fuel levels had dropped alarmingly. Suspecting a fuel leak, the crew returned to Warsaw where they made a safe landing with rescue crews on standby.


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Air France Malfunction Delays Flights


Click to view full size photo at Airliners.net
Contact photographer Gilbert Hechema

What: Air France Airbus A340-300 en route from Paris to Bogota
Where: Paris
When: Sep 1 2010
Why: After flying about an hour out of Paris, the plane developed an unspecified technical malfunction and had to return to Charles de Gaulle airport where it made a safe landing. Passengers were routed to an alternative flight the next day, (inconveniencing also the return passengers in Bogota.)


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Michelin and Air France Sign Long Term Contract

PARIS 21 July 2010 – MICHELIN andAIR FRANCE have signed a long term contract. Michelin has also signed a long term contract with the airline companiesKLM.

The contract encompasses nearly 425 KLM /Air France planes, plus certain third party customers in maintenance contracts with the two companies, will be equipped with Michelin tires.

Among these planes are 37 Boeing B777-300 ER, 66 Boeing B737-NG, 145 A318-319-320-321 Airbus and 3 A380 Airbus.

These contracts are typed as “invoicing to the landing plane.” Michelin reputation rests on the quality of its products and its offers of innovative service, a decisive factor leading to the signature of this long-term agreement.

To ensure its technological leadership, Michelin invests annually nearly 500 million euros in its Center of Technologies. Michelin dedication to Research and Development are without peer in its industry.


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Air France Bomb Threat on Rio/Paris Flight


Click to view full size photo at Airliners.net
Contact photographer Nino Buda

What: Air France Boeing 747-400 en route from Rio de Janeiro to Paris
Where: Atlantic
When: July 10, 2010
Who: 405 passengers and 18 crew
Why: While en route, the crew was radioed that a woman had called Galeao Antonio Carlos Jobim International Airport with information about a bomb aboard the flight. The flight diverted to Recife Brazil and made an emergency landing. Passengers immediately disembarked and were searched. The plane and baggage were inspected for bombs and explosives. Nothing was found.

The airline reports that they will provide hotel accommodations for passengers. When (if) the plane is cleared, it will be allowed to continue.

The Air France Flight 447 designation has been suspended since the Air France Airbus crashed on June 1 2009. This flight was designated AF 443.


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Technical Difficulty: Specific Answers imprisoned in “the vague”


Click to view full size photo at Airliners.net
Contact photographer

What: Cityjet Avro RJ-85/Air France en route from Edinburgh to Paris
Where: Birmingham UK
When: Jul 8th 2010
Why: While en route, the Air France flight developed “technical problems” and diverted to Birmingham where it made a safe landing. Passengers were provided alternative flights.

Avro (1963) was taken over by Hawker Siddely, and later merged with British Aircraft Corp and Scottish Aviation (1977) , which was succeeded by British Aerospace( 1999) , and then succeeded by BAE Systems.

George’s Point of View

Technical issues? In this day and time, it seems to me that “technical issues” is an inadequate description of a problem. These have all been lumped at one time under “technical issues”:

  • Polish air force Tupolev 154 that crashed during an attempted landing in Smolensk, Russia, on April 10, 2010. 96 killed
  • Ethiopian Airlines Boeing 737 that took off in Beirut, caught fire and crashed into the Mediterranean on Jan. 25, 2010. 90 killed
  • Yemenia Airways Airbus A310 that crashed into the Indian Ocean on approach to Moroni, on June 30, 2009. 152 killed
  • Air France Airbus A330 en route from Rio de Janeiro to Paris that crashed into the Atlantic Ocean on June 1, 2009. 228 killed
  • Turkish Airlines Boeing 737 that crashed shy of Amsterdam’s Schiphol Airport runway on Feb. 25, 2009 9 killed (135 aboard)

A cursory announcement of a problem should be specific.

Was it a problem with an indicator? an alarm system? a physical problem? a communication problem? loss of control? overheating? leaks? maintenance?

The only way design issues can be caught ahead of the disaster is if full disclosure of the exact problem is noted publicly, and cross-checked with all other incidents and problem reports. If Air France or Cityjet Avro wants to present details, I would be delighted to present them in this forum here.

Air France—like all carriers—needs to practice full disclosure. If the cause is unknown, then it is multiplicatively more important to disclose the exact issue so that the problem can recorded, cross checked, and be tracked down. Maybe if there were less secrecy and more open communication in the field of aviation safety, the 575 lost in recent crashes would still be here.


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Air France Jet Springs Leak Over Atlantic


Click to view full size photo at Airliners.net
Contact photographer Aurélien TRANCHET

What: Air France Boeing 747-400 en route from Paris to San Francisco
Where: Atlantic Ocean
When: Apr 20 2010
Why: While en route over the Atlantic, the left engine developed a leak. The crew shut down the engine to contain the damage and returned to Paris where they made a safe landing. A replacement jet was provided.

Follow up
Flight: (AF) Air France 84
Departure Date: Tue Apr 20, 2010
Status: Landed 914 minutes late


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JFK: Airbus Turns Back 2x


Click to view full size photo at Airliners.net
Contact photographer Anthony Guerra

What: Air France Airbus A380-800 en route from New York JFK to Paris
Where: New York
When: Feb 22 2010
Who: 22 crew
Why: While ferrying the flight to Paris, the plane developed fuel system problems and returned to JFK where it made a safe landing. This is after the flight had already been cancelled earlier for undesignated technical issues.


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Air France Rejects Takeoff In Mexico


Click to view full size photo at Airliners.net
Contact photographer Rob Van Ringelesteijn

What: Air France Boeing 747-400 en route from Guadalajara to Paris
Where: Guadalajara
When: Jan 21st 2010
Who: crew (freight)
Why: When the pilot aborted the takeoff due to alerts, the plane’s tires deflated due to overheating from braking. The flight was cancelled. We have no indication what the instrumentation indicated that caused the pilot to abort the takeoff.


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Paris: Air France Emergency Landing


Click to view full size photo at Airliners.net
Contact photographer Jerome Mervelet

What: Air France Boeing 747-400 en route from Paris to Bangkok
Where: Paris
When: Jan 22nd 2010
Why: After takeoff from Paris, one of the engines failed. The crew notified ATC and returned to Charles de Gaulle Airport to make a safe landing. The flight was subsequently postponed.


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Canadair Engine Failure over Paris


Pictured: An Air France (Brit Air) Canadair CL-600-2B19 Regional Jet CRJ-100ER arriving from Lyons
Click to view full size photo at Airliners.net
Contact photographer Jim Groom

What: Brit Air/Air France Canadair CRJ-100 en route from Paris Orly to Rodez
Where: Paris
When: Dec 16th 2009
Who: 22 passengers
Why: After takeoff, the left engine made several explosive noises, and the plane vibrated. The crew turned the plane around and landed safely at Orly. Passengers were rebooked, provided accommodations and further delayed by snow.


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Toulouse: Airbus Gear Error


Click to view full size photo at Airliners.net
Contact photographer Dn280

What: Air France Airbus A321-100 en route from Toulouse to Paris
Where: Toulouse
When: Dec 15th 2009
Who: not available
Why: After takeoff, when the Airbus could not retract its gears, the crew returned to the airport for repairs. The plane made a safe landing.


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A-380 Glitched


Pictured: An Air France Airbus A380-861 over New York – John F. Kennedy International (Idlewild) (JFK / KJFK)
Click to view full size photo at Airliners.net
Contact photographer Amrish Bandagale

What: Air France Airbus A380 superjumbo passenger jet scheduled from New York to Paris
Where: New York
When: Monday
Who: 511 passengers
Why: Prior to take-off, half of the passengers were accommodated by a later A340 flight, and the rest were moved to other flights.

The A340 was grounded in New York due to a problem with the fuel tanks (cited as a “technical” problem.)

Another A380 was grounded due to an unspecified “minor computer problem.”

Are we surprised to hear that fly-by-wire is imperfect?


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Air France hydraulics failure at Sao Paulo


Click to view full size photo at Airliners.net
Contact photographer Sergey Kustov

What: Air France Boeing 777-200 en route from Paris France to Sao Paulo
Where: Sao Paulo
When: Dec 9th 2009
Who: 259 passengers and 16 crew
Why: While on approach to Sao Paulo, the plane experienced a hydraulics failure. The crew requested the longest available runway and made a safe landing.

Passengers debarked normally.

George’s Point of View

Maintenance is so important.


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Air France Airbus in Turbulence over Atlantic.


Click to view full size photo at Airliners.net
Contact photographer Thierry BALZER

What: Air France Airbus A330-200 en route from Sao Paulo to Paris Charles de Gaulle
Where: over Atlantic
When: Nov 30th 2009
Who: not available
Why: While en route over the Atlantic ( 680nm northeast of Fortaleza, Brazil and 750nm southwest of Praia, Cape Verde) the flight encountered severe turbulence, that led them to send out a mayday call, that was relayed by another Airbus amidflight from Paris to Rio.
They descended to a lower altitude, and landed at Paris six hours forty minutes after the mayday call. This was reputedly one of several flights experiencing similar turbulence in the same area over the past month.

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