An Air Canada Express plane wing spewed flames during landing at Halifax Stanfield Airport in Nova Scotia, Canada.
Similar Posts
20 Products To Give Your Coach Airplane Seat Some First Class Comfort In 2025
Cheers to a year full of stress-free travel and products that’ll let you start enjoying your trip before you even land.
Flight Advisory
January 19 – The FAA will put airspace restrictions and procedures in place in northwest Washington State to complement Canadian restrictions during the Winter Olympic games in Vancouver, Canada on January 29-March 24, 2010.
FEDERAL AVIATION ADMINISTRATION
FLIGHT ADVISORY
The Vancouver 2010 Winter Olympics
and Paralympics Games
The 2010 Winter Olympic and Paralympics Games will take place over an eight (8) week period during the months of February and March 2010. The FAA at the request of the Department of Homeland Security and Department of Defence as part of the airspace security measures will be placing restrictions and procedures in northwest Washington State to complement Canadian restrictions and procedures. The restrictions will coincide with the opening and closing of the Athlete Villages in Vancouver and Whistler, BC: January 29, 2010 to March 24, 2010. Additional NOTAMs may be issued and it is recommended that operators check NOTAMs frequently.
Part 1. Restrictions
Under the authority granted by 49 USC, the FAA may apply restrictions within
airspace under its jurisdiction. Any person who knowingly and willingly violates
these restrictions may be subject to certain criminal and/or civil penalties. Pilots
who violate security TFRs or procedures may be intercepted, detained and
interviewed by Law Enforcement/Security Personnel. They may also be subject
to the following actions:
a)
The FAA may take administrative action, including imposing civil penalties and the suspension or revocation of airmen certificates; or
b)
The United States government may pursue criminal charges, including charges under Title 49 of the United States Code, Section 46307; or
c)
The United States government may use deadly force against the airborne aircraft, if it is determined that the aircraft poses an imminent security threat.
All aircraft flight operations are prohibited from the surface to but not including 18,000 MSL, within an area bounded by 490008N/1222847W or the HUH029005.2, thence clockwise along the 491142N/1231055W or the YVR329007.2 30 NM ARC to 484151N/1231519W or the YYJ080009.3 thence northeast along the US/Canadian border to the point of beginning, except as specified below.
a.
All aircraft entering or exiting the TFR must be on an active IFR or VFR flight plan and must be assigned a discrete beacon code by an Air Traffic Control (ATC) facility and be squawking that code prior to departing within or entering the TFR.
Released January 15, 2010 Chg 1
b.
Only aircraft that are arriving or departing a local airfield may operate in this TFR. Aircraft may not loiter.
c.
DUAT filed VFR flight plans will not be accepted.
d.
Emergency/life saving flight (air ambulance/law enforcement/firefighting), military operations and other approved operations must call the HQ DEN Air Traffic Coordinator at 202-493-5107 prior to operating within the TFR. No flight plan is required for these operations in the US portion of the Olympic Airspace.
e.
Aircraft operating within this TFR must remain in two-way communications with ATC at all times.
VFR Operations to/from Meadow Mist Airport (WN35) and Waldronaire Airport (90WA):
a.
Pilots are not required to file a flight plan for arrivals or departures.
b.
The aircraft must squawk code 1201 for WN35 or 1204 for 90WA to indicate the pilot’s intent to arrive or depart the airport.
c.
Pilots must exit the TFR via the most direct route before proceeding on course or if arriving, enter the TFR and proceed to destination via the most direct and shortest route.
d.
Pilots need not contact ATC unless otherwise directed, but contact with ATC is recommended.
e.
To transit the TFR, all aircraft must be on an active IFR or VFR flight plan with a discrete code assigned by an Air Traffic Control (ATC) facility. Aircraft must be squawking the discrete code prior to departure and at all times while in the TFR and must remain in two-way radio communications with ATC.
VFR Operations for the following airports: Horse Fly Airport (WA88), Stuart Island Airpark (7WA5), Stuart Island West Airport (2WA3), Lynden Airport (38W) and Orcas I Airport (KORS):
a.
Due to the proximity to the TFR boundary and to assist federal agencies in identifying aircraft and pilot intent, pilots arriving or departing WA88, 7WA5, 2WA3, 38W and KORS must squawk a specific airport code.
b.
Airport Codes area as follows: WA88 is 1202, 38W is 1203, 7WA5 is 1205, 2WA3 is 1206 and KORS is 1207.
Pilots of VFR aircraft departing locations within the TFR (US portion of the Olympic airspace) must file a VFR flight plan with FAA FSS at least 2 hours prior to the proposed departure time. VFR route information is required and pilot must contact FSS with all flight plan changes. Pilots must contact the Vancouver ACC at 1-866-998-2010 at least 30 minutes prior to the proposed departure time to receive a transponder code.
Additionally, Canadian procedures require that all VFR operators departing US airspace and entering CYR 186, CYR 187 and CYR 188 must have received a valid Flight Authorization (FA) from the 2010 Olympic Integrated Security Unit (ISU). This Flight Authorization must be included in the remarks on the flight plan. Flight Authorization is not a requirement for operations in CYR 185.
Released January 15, 2010 Chg 1
The following operations are not authorized within this TFR: flight training, practice instrument approaches, aerobatic flight, glider operations, parachute operations, ultralight, hang gliding, balloon operations, agriculture/crop dusting, animal population control flight operations, banner towing operations, sightseeing operations, model aircraft operations, model rocketry, and Unmanned Aircraft Systems (UAS).
Published Canadian NOTAMs for the 2010 Winter Olympic and Paralympic Games have established portal/gateway procedures for accessing the Olympic airspace. To supplement the Canadian procedures, the United States has established gateways to allow pilots of US registered aircraft access to airports within CYR186, CYR187, or CYR188. While utilization of U.S. gateway airports is voluntary, U.S. Registered General Aviation Aircraft that are not cleared through U.S. gateways described below will be required to use Canadian portal procedures.
1.
Gateway Procedures
a.
U.S. Registered Aircraft may use established Canadian portals or US Gateway airports that have been designated at Bedford Hanscom Airport (BED), Boise Airport (BOI), Chicago Midway International Airport (MDW), Dallas Love Field (DAL), Long Beach Airport (LGB), Memphis International Airport (MEM), Minneapolis-St. Paul International/World Chamberlain Airport (MSP), Palm Beach International Airport (PBI), Port Columbus International Airport (CMH), Reno-Tahoe International Airport (RNO), Seattle Tacoma International Airport (SEA), Spokane International Airport (GEG), Teterboro Airport (TEB), William P. Hobby Airport (HOU), Westchester County Airport (HPN), and Washington Dulles International Airport (IAD) by DHS to accommodate aircraft arriving into airports within CYR186, CYR187, or CYR188 during the timeframe of February 1 – February 28, 2010. Screening at these Gateway airports will be conducted as authorized by law. During the remaining dates of the TFR, January 29-31 and March 1-3, pilots must use the established Canadian portals.
b.
Procedures for gaining approval from Canada for entering the Olympic airspace after undergoing screening at a US Gateways can be found at: http://www.v2010rfa.com.
c.
Please note that Canada requires that all applications must be submitted at least five days prior to the aircraft departure.
During the Olympic timeframe it is recommended that operators of private aircraft submit eAPIS data to US Customs and Border Protection 24 hours prior to departure or at the time the provisional flight authorization is requested through the Vancouver 2010 Integrated Security Unit Registration & Flight Authorization web portal at http://www.v2010rfa.com . Early submission of eAPIS manifest data may assist in avoiding delays in gaining outbound clearance during this event.
Released January 15, 2010 Chg 1
WARNING
This advisory contains an overview and preliminary information for the NOTAM to be published for the 2010 Olympics, see the published NOTAM for the exact procedures. For the latest information on Canadian airspace see the NAVCANADA website at http://www.navcanada.ca.
It is recommended that all aircraft operators check NOTAMs frequently throughout this event for possible changes.
Released January 15, 2010 Chg 1
Released January 15, 2010 Chg 1
Part 2. Resources
1.
Contact Flight Service for the latest NOTAMs relating to this event, 800-992-7433.
2.
For the latest information on Canadian airspace visit NAVCANADA at http://www.navcanada.ca or http://www.v2010rfa.com.
3.
The SOSC, System Operations Support Center, available 0700-1700 Easter M-F, phone 202-267-8276, is the coordination facility.
Famílias acionarão Airbus nos EUA
Famílias acionarão Airbus nos EUA
Consultor americano que atuou no caso da TAM afirma que “projeto do jato é defeituoso”
Marcelo Ambrosio
Ainda que as causas do acidente com o A330 da Air France jamais venham ser realmente conhecidas, para as famílias das vítimas os caminhos para minorar a dor das perdas que sofreram estão abertos. Isso porque para o direito, em qualquer país, não há distinção sobre o motivo do desastre quando o que conta realmente é a morte de quem era transportado. Um dos maiores estrategistas do mundo nesse tipo de processo judicial esteve ontem no Rio para discutir com parentes de vítimas do voo AF447 e deixou claro esse recado: não importam as causas, o fabricante tem o ônus. O mexicano George Hatcher integra a equipe de um escritório de advocacia (Masry & Vittoe), cuja expertise mundial é a de arrancar de empresas de transporte somas altíssimas, a maioria das vezes, em acordos judiciais, como indenização por danos morais.
Hatcher costuma fazer extensas investigações particulares antes de se decidir por recomendar que o escritório atue nesse ou naquele incidente. No caso do desastre do Atlântico, cujo montante de pagamentos pode alcançar o valor recorde de US$ 700 milhões de dólares, o veredito já foi dado.
– Vamos processar a Airbus. Tenho uma lista de 700 pilotos com os quais costumo discutir. Dois deles são comandantes da ativa do A330 e, embora não se conheçam, disseram a mesma coisa: foram os computadores defeituosos os responsáveis pela perda da aeronave. O Airbus, na avaliação deles, é um projeto defeituoso – definiu o consultor, cuja atuação junto às famílias de vítimas do acidente com o Airbus da TAM em Congonhas o levou a um processo em fase adiantada em uma corte da Flórida, nos EUA. São 77 famílias representadas pelo escritório e uma vitória já alcançada, que foi o acordo com a companhia aérea.
O que define o caso é o fato de que algo falhou e que o passageiro nada podia fazer para alterar esse quadro. As companhias tem noção disso e tentam jogar com o tempo e com a possibilidade do menor dispêndio de dinheiro possível. A escolha dos tribunais americanos, especialmente na Flórida, segue a lógica da possibilidade de sucesso.
O consultor garante que lá, em casos como o do AF447 ou do A320 da TAM, decisões são mais céleres e rígidas. A idéia de ingressar com uma ação na França não está descartada, mas os EUA seguem como a 1ª opção. A justiça brasileira é séria, na avaliação do especialista, mas demorada. A remuneração do escritório segue as mesmas regras das demandas trabalhistas, com o cliente arcando com custos após a sentença. Os advogados ficam com 30%.
– As cortes da Flórida são rigorosas, tem uma simpatia pelo drama das famílias e não perdem tempo. Os acordos nos EUA são os mais altos no por isso. No caso do acidente de Congonhas são processos que somam US$ 100 millhões e a audiência na corte já está marcada, para março de 2010. Fizemos um acordo parcial com a TAM, mas há outros réus, como a BFGoodrich, responsável pelos freios, e a Pratt&Whitney, fabricante das turbinas, uma das quais estava com o reverso quebrado.
A ação relativa ao caso da Air France deve ser aberta também na Flórida, onde há um centro de treinamento do consórcio europeu e um escritório comercial.
– Incluiremos também a Honeywell, que fabricou os computadores e os produtore dos softwares. Desde 2001 há alertas sobre essa questão nos aviões e nada mudou. Foram feitos 5.200 jatos pela Airbus até hoje e eles já tiraram 2.600 vidas, 600 em três desastres – acrescenta.
O mais complicado é calcular o valor de cada indenização, valor que leva em conta fatores, como idade, expectativa de vida ativa, etc.
– Para a Justiça americana, não há limite para esse valor – completa Hatcher, que conhece todos os representantes nos 77 processos relativos à TAM. – Conversei muito com todos eles esse tempo.
Terça-feira, 21 de Julho de 2009 – 00:00