France

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    Air France Paris-New York Flight Turns Back Due to Ice


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

    What: Air France Airbus A330-200 en route from Paris to New York
    Where: Paris
    When: Dec 25th 2011
    Who: 187 passengers and 12 crew
    Why: On takeoff from Paris, the crew detected problems.

    The engine anti-icing system indicated a problem, so the pilots returned to Paris two hours after leaving.

    An anti-ice system valve was apparently repaired. After two more hours, the flight took off for New York.

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    Turkish Harpist Fatma Ceren Necipoglu Returns Home


    Another victim is laid to rest in the ongoing saga of Air France Flight 447. This victim is neither Brazilian nor French. Among those whose remains were recently recovered and identified, Harpist Fatma Ceren Necipoglu was returned to Turkey on November 22, 2011, nearly two and a half years after the June 2009 crash of Air France Flight 447.

    When she went to the Rio Harp Festival to perform two recitals, she never expected to be returning as a memory.

    After a ceremony at Sisli’s Tesvikiye Mosque, Necipoglu was laid to rest. She was a 1999 graduate of the Department of Harp in Louisiana State University’s School of Music and piano and harp lecturer at the Anadolu University.

    Download adobe flash

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    Updating the Brazilian Statistics on the body count/recovery

    Of the 58 Brazilians aboard the notorious Rio-Paris Air France Flight 447, 18 have been found and identified.

    Of the 153 victims, 74 reside on the ocean floor. Some of those may be the 40 lost Brazilians.

    During the recovery process, some families chose not to disturb the remains. Some of the bodies were simply lost at sea.

    There is still a lot of finger-pointing going on. Whatever the cause, Air France Flight 447 stalled and crashed in bad weather, killing 153.

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    Fire-fighting AIr Tanker Crashes in France

    What: Air Tractor Tanker in Corsica, France
    Where: Between Pouzolles and Laurens, about 15km N. of Béziers, Hérault Reg France
    When: October 8, 2011 at 11:15
    Who: 1 aboard
    Why: A fire in Corsica brought about by dry weather conditions was in the process of being fought by 200 firefighters. One of several airborn vehicles fighting the fire, a water tanker, crashed. Only the pilot was aboard the craft

    The pilot managed to escape from the plane, and had a slight head wound. The tanker was a total loss.

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    Air France 447 Revisited by Air France 471

    Satellite Image Jul 22nd 00:00Z : NASA
    Satellite Image Jul 22nd 00:00Z : NASA

    What: Air France Airbus A340-300 en route from Caracas Venezuela to Paris
    Where: NW of Point A Pitre Guadeloupe
    When: Jul 22nd 2011
    Why: In an experience that is being compared to Air France Flight 447, in night/instrument conditions, the AF Airbus flew through turbulence (reported by pilots, not on METAR) at 35,000 feet, accelerated (to 0.66 mach), and autopilot quit. Pitch attitude increased to 11 degrees and decelerated. Turbulence reduced, and pilots were able to level off and return the flight to normal parameters.

    Hopefully the events of this flight will inform us of what is going on in the Airbus at high altitude

    In George’s Point of View


    Perhaps this flight recapitulates the events of Air France 447. It certainly seems to. Because of what history shows us, I wonder if there was a repeat of faulty input from the pitot tubes. The pilots, in this case managed to regain control of the plane. (I doubt if there is an airbus pilot now who hasn’t studied the events of AF447 and worked out some kind emergency response.)

    Pilots blame the equipment. The BEA blames the pilots. Air France blames the instruments.

    When the dust settles and the finger-pointing stops, we want those involved to stop blaming, and start taking responsibility.

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    Safety Investigation into Air France Flight 447

    The BEA has released the following document:

    Safety Investigation into the accident on 1 June 2009 to the Airbus A330-203, flight AF447 which we have available in English as a PDF

    This Interim report comes about after the readout of the flight recorders and breaks down the flight into three phases related to the CVR, autopilot and stall warning.

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    Bea Briefs-Air France 447 Recovery Boat End Run

    The BEA has officially published its June 7 brief regarding Air France 447

    7 June 2011 briefing

    The operations on board the Ile de Sein came to an end on the afternoon of Friday 3 June. The vessel is on its way to Las Palmas (Canary Islands) for demobilisation on 9 June.

    In the course of next week, it will arrive in the port of Bayonne (south-west France), from where the airplane parts will be transferred to a hangar belonging to the DGA/Technique in Toulouse and the human remains taken to a forensic mortuary.

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    Friday: Factual Data on Air France 447

    Media excesses, and rumor mongering (my words) have moved the BEA to publish an informational note for the families of the victims, and the general public. The following “chain of events” comes from the initial reading of the Flight Data Analysis of the Cockpit Voice Recorder. There are new facts in the timeline, but the interim report will not be published until the end of July. Interested parties should remain aware that this is not a substitute for later reports. Causes of the accident and safety recommendations will only be revealed and understood after “long and detailed investigative work.”



    Point Enquête 270511 on site

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    Air France 447- Coming Soon, Just the Facts, and Nothing But the Facts

    Tomorrow we’ll post the BEA’s statement regarding the latest in the Air France 447 crash saga. After the crash, the $50 million search operation to recover the black boxes that took two years, after a successful data recovery, a misfired unjustified conclusion of pilot error, finally, on Friday, the BEA promises more news.

    The data analysis will probably be as grueling as one could imagine, considering all of the data that has been recovered. The new data that has been recovered does not overwrite the messages received by Air Traffic control, but it will have to be logically coordinated so that the chain of events can accurately be determined, whatever lead up to the crash that ended up killing all 228 people on board. We cannot expect the analysis too soon.

    There are many hypotheses floating out there in the blogosphere, and myths and conjecture; but we have to give the investigators and engineers time to study the data and write the most accurate report that can, which they promise to produce by the summer. It is an ambitious promise, but one that the world expects the investigators to fulfill in a timely fashion. It is by virtue of the BEA’s history as one of the better governmental aviation institutions. They do have a history of publishing their reports, in accordance to international guidelines, following not just Montreal protocol, but also IATA and EASA.

    There are other crash investigations going on in which the agencies do not have as strong a history as the BEA. (Just consider the Concorde Disaster–it took ten years to resolve the criminal case but Continental had to pay more than 1.3 million in civil damages and a $265000 fine. Under French law, damages to 750 dependents were resolved in 11 months and the interim report completed after 12 months.)

    The DGCA is responsible for implementing, controlling, and supervising airworthiness standards, safety operations, crew training in India. Indian aviation has been plagued by safety issues, personnel issues, and they have not yet established for themselves a reputable track record regarding the timeliness of their accident reports (at least, not if you ask the families of Air India Express flight 812. )

    Likewise, in Pakistan, the families of Air Blue Flight 202 are waiting for word and assistance from the Pakistan Civil Aviation Authority. Air Blue flight ED202 crashed in the Margalla Hills in Islamabad, killing all 146 passengers and six crewmembers on board on July 28, and the Pakistani High Court has been charged with the support of the victims’ family members, and a request of the federal government to constitute an independent board of inquiry for determining the causes of the crash, and to make the findings public.

    But I digress. Concerning Air France Flight 447–we can’t expect miracles, and it is too soon to expect all the pieces of the puzzle to fit; but Friday we can expect to see a factual update. And that is another step toward discovering the truth, another step toward justice.

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    Arm-wrestling Damages from the Mother Country: Brazil vs France


    In the continuing saga of Air France Flight 447, whether the victims are Brazilian or French, they certainly qualify for compensation. The question is how much. Everyone involved, the airlines, the insurance companies, the lawyers, the families all have different numbers in mind.

    Recovery of the black boxes is not the only Air France news.

    In the poker game of damage recovery, Air France must have blinked. The Brazilian Court system rejected the latest offer to the family of the deceased Luciana Clarkson Seba, a 31-year-old Brazilian who died along with her husband and stepparents.

    Brazil rejected the appeal and raised compensation from1.2 million reals ($744,000) to 1.4 million reals ($868,000). The decision was unanimous.

    Currently French courts are considering manslaughter charges against Airbus. At least Airbus has some good news to temper the bad, since the search has revealed the black boxes. Whether or not the integrity of the boxes has been breached has not yet been revealed. Experts predict both extremes: complete data loss due to the pressure and time and complete data recovery. We tend to believe the data is safe, since these memory devices must pass certification at 3400 G/ 600 psi.

    And when that data is recovered, the experts will be examining it, looking at the rest of the gathered evidence, including the wreckage that is being recovered right now, which will have its own tale to tell.

    It remains to be seen if the pitot tube theory will be supported by the CDR and FDR; but with all of these various sources coming together, we can anticipate a dimensional inquiry, a coordinated synthesis, and a profound deduction to explicate the enigma that is Air France Flight 447.

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    Latest Denial by Air France CEO

    Although Air France CEO Gourgeon said last month there’s no evidence that the crash was caused by the Pitot tubes, which were made by Thales SA. Bouillard also said last year that speed-sensor failure couldn’t alone explain the crash, and that aviation records in Europe and the U.S. document dozens of incidents where the probes failed and pilots retained control.

    Air France and Airbus have been charged with manslaughter over the accident

    In our opinion, we believe the failure of the pitot tubes played to the weakness of the Airbus fly by wire logic system. We believe that the fly by wire system received a barrage of false data put out by the frozen tubes, and shut down, taking control of the plane from the pilots. Faulty computer logic does not excuse faulty pitot tubes,

    This is conjecture on our part, but we will not be surprised if/when the black boxes are recovered, that they will reveal what happened, if they are still readable.

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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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    Vueling Skids off Orly Runway


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

    What: Vueling Airbus A320-200 en route from Barcelona to Paris
    Where: Paris
    When: Nov 26th 2010
    Who: 96 passengers
    Why: While landing in snowy weather, the plane skidded off the runway. Passenger disembarked via stairs directly on to the runway, though they were taken by bus to the terminal.

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    DHL Freight Flight Landing Delayed due to Light Bulbs


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

    What: DHL Air Boeing 757-200 freight flight en route from Valencia to Marseille
    Where: Marseille
    When: Nov 23rd 2010
    Who: flight crew
    Why: On final approach, the plane indicated a gear problem. Pilots aborted the landing and entered a holding pattern. A fly by revealed the gear was down. The flight made a safe landing. Maintenance made minor repairs and the plane was back in service within hours.

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    Turbulence injures 30 Passengers


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

    What: Vietnam Airlines Boeing 777-200 from Hanoi to Paris
    Where: Russia
    When: Oct 20th 2010
    Who: 30 injured
    Why: During the flight, while over Russia, the plane encountered “severe” turbulence which injured thirty passengers. A total of 33 injuries were reported. Eighteen passengers and 3 crew were given first aid on the plane. After making a safe landing in Paris, only 6 passengers and 3 crew were hospitalized.

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    Aero Champ Dies in Crash

    What: Renaud Écalle’s Jodel DR 1050
    Where: between Jonzac Neulles and Salon-Eyguières, in Aude, France
    When: Oct 3 2010
    Who: 4 aboard, all fatalities (Renaud Écalle, wife and family)
    Why: Renaud Écalle was returning from an aerobatic show performance at Jonzac when he encountered storms and high wind. The pilot lost contact with Montpellier ATC at 17:30 Sunday; rescue services located the wreckage

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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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    Spanair Airbus Landing Gear Glitch


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

    What: Spanair Airbus A321-200 en route from Palma to Brest to Deuville.
    Where: Brest
    When: Apr 28th 2010
    Who: 157 passengers
    Why: On approach, the flight developed a technical problem with the landing gear. The problem delayed landing by half an hour, but eventually the plane did land safely, although it did have to be towed to the gate. An alternative jet was flown in eight hours later for the final leg of the flight.

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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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    Crash au large des Comores, les familles des victimes réclament justice

    Publié le 5 février 2010 par Nabiha Gasmi

    Prises en étau entre le droit européen, comorien, américain et français, et face à des compagnies d’assurances des plus alertes, les suites juridiques du crash de l’air bus A310-300 de la compagnie Yéménia qui s’est échoué au large des Comores le 29 juin dernier , tuant 152 passagers sur les 153 à bord, promettent d’être longues et scabreuses. Demeurant sans indemnités ni explications sur ce funeste vol, à Marseille, les familles de victimes réunies en collectif, n’ont eu d’autre alternative que de faire appel à des magnats du droit, le célèbre cabinet d’avocat américain : Masry & Vititoe.Toutes les infos

    Caught between European, Comoros, American and French legal systems, the families of Yemenia flight 626 are suffering at the mercy of insurance companies, and struggling with the legal consequences of the crash of the Yemenia airlines airbus that crashed on June 29, 2009. After all this time, the families still have no compensation. Demanding explanations, families of victims gathered to appeal for help from the American lawyer Masry & Vititoe in Marseille, this Saturday. Google Translation

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    Easyjet Airbus Hydraulic Emergency


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

    What: Easyjet Airbus A319-100 en route from Liverpool to Madrid
    Where: Bay of Biscay
    When: Dec 29th 2009
    Who: 155 passengers and 7 crew
    Why: While en route, the crew reported a hydraulics failure and air frame vibrations. The flight diverted to Bordeaux and made a safe landing. Another jet was provided.

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    EasyJet Airbus Diverts to France over Undisclosed Smoke


    Click to view full size photo at Airliners.net
    Contact Photographer Matt Duna

    What: Easyjet Airbus A320-200 en route from London Gatwick to Faro, Portugal
    Where: La Rochelle France
    When: Aug 19th 2009, 09:30 BST
    Who: 165 passengers and 6 crew
    Why: Over the Bay of Biscay, the flight crew detected the smell of something burning and declared an emergency. They diverted to La Rochelle France, where they landed safely. No injuries were reported. Passengers were provided an alternative Airbus six hours later although firefighters with heat sensitive cameras did not find a source for the smell. The Easyjet spokesman called it a ” a small electrical problem .”

    George’s Point of View

    Considering that the flight was an Airbus flying over the ocean, passengers were lucky.

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    Canadair Jet Cockpit Side-Window Shatters in Flight

    What: British Air on behalf of Air France Canadair CRJ-100 en route from from Barcelona to Paris
    Where: 15 passengers
    When: May 26th 2009
    Who: 15 passengers
    Why: Near Limoges, the right cockpit window shattered, causing the plane to experience sudden decompression. the plane landed safely at Limoges. Cockpit crew had some injuries from flying glass.

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    Medevac Disaster

    What: Medical evacuation helicopter en route from Ponte Lettia heliport in Upper Corsica
    Where: on the French Mediterranean island of Corsica in the mountainous area near the city of Bastia. The helicopter “brutally” flew into a mountain in poor weather.
    When: Sun Apr 26, 2009
    Who: Five people: two pilots, a medic and two patients
    Why: In spite of bad weather (fog, wind and rain), there was no distress signal. The medical team hadn’t realized how close to delivery the mother was; the helicopter was en route to the hospital as the Frenchwoman was giving birth. Mother and newborn perished in the crash along with everyone aboard. A rescue team of 150 found the wreckage.