Volo Air Asia QZ8501 (SUB-SIN): recuperate le scatole nere


Re: Volo Air Asia QZ8501 (SUB-SIN) disperso

I-UDNE ha detto:
Inutile no. Ma hai citato il 104: considera l'estensione delle ali dello Spillone (poco meno di 7 metri, se non ricordo male) e quella del Jumbo (circa 60 metri)...servirebbe un motore in più solo per generare un flusso d'aria con un minimo di efficacia.
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Hai ragione, l’espressione “inutile” è senz’altro riduttiva, ma per la spiegazione che mi è stata data, mi è parso come se un uomo adulto, di sana e robusta costituzione, utilizzasse il girello (un “girellone”…) in casa per evitare accidentali cadute: più gli svantaggi dei vantaggi, anche da un punto di vista puramente statistico che non può essere ignorato.
Senz’altro ci troviamo d’accordo: l’aviazione fa parte di quei sistemi ad interazione complessa e a connessione stretta (come le centrali nucleari) dove la sola possibilità che consenta le operazioni a rischio zero sia la completa non operatività. Per cui, in questo caso, non è una sottovalutazione di un serio rischio per la sicurezza a beneficio del risparmio economico (cosa ben diversa), ma l’analisi oggettiva della reale entità di rischio, valutata in rapporto a tutti gli altri elementi di concreto svantaggio, e non solo economico.
 
Re: Volo Air Asia QZ8501 (SUB-SIN) disperso

UM730_spotter ha detto:
Un aspetto fondamentale che caratterizza l'aviazione commerciale è il perenne bilancio tra costi e (ahimè) sicurezza. Le normative servono ad evitare che la bilancia propenda troppo dalla parte della riduzione dei costi. Forse, tuttavia, sotto alcuni aspetti si potrebbe fare di più nella direzione della sicurezza, dal punto di vista normativo. Ne è un esempio la necessità (manifestatasi in modo palese con la scomparsa del volo MH370) di installare dispositivi più avanzati degli attuali CVR e FDR, che inviino in tempo reale i parametri di volo fondamentali ad apposite banche dati. La tecnologia esiste già ampiamente, ma non viene sfruttata per un problema di costi.

Detto ciò, a mio avviso questo discorso riguarda fino ad un certo punto i sistemi di aspirazione e soffiaggio dello strato limite. È vero, essi consentirebbero di ridurre velocità e distanza di atterraggio, ma i sistemi di ipersostentazione che sono attualmente installati sui velivoli commerciali sono comunque molto efficaci, meno complessi e di gran lunga più facili da mantenere: nella progettazione, uno dei modi più efficaci per aumentare l'affidabilità di un sistema (e quindi la sua sicurezza) è quello di renderlo più semplice.

Come dicevi tu, quindi, non è solo a causa dei costi che questi dispositivi sono stati installati solo su alcuni velivoli militari: da un punto di vista tecnico, servono principalmente sugli aerei che richiedono pronunciate capacità STOL (Short Take-Off and Landing), e che comunque abbiano una velocità di crociera elevata (molto spesso supersonica). Sull'F104 (non certo un velivolo STOL) il soffiaggio dello strato limite consentiva di ridurre la velocità di atterraggio, di per sé molto elevata a causa della particolare architettura del velivolo. Anche altri modelli sono stati provvisti di questi sistemi, ma quasi tutti aerei sperimentali modificati appositamente (la NASA ha compiuto molti studi a riguardo dagli anni '50 in poi).

Bisogna dire che alcune forme di soffiaggio che non comportano grossi problemi di costi e complessità sono largamente impiegate sugli aerei civili. Una di queste consiste nel posizionare i motori in modo che il getto di scarico investa i flaps, aumentandone l'efficacia (come nell'A380), oppure che venga indirizzato sul dorso dell'ala, aumentando la velocità del flusso. Un altro metodo (molto diffuso) è quello degli slotted flaps, che consiste nell'introdurre una fessura nel flap per mettere in comunicazione dorso e ventre dell'ala ed energizzare lo strato limite.

In sostanza, quindi, il controllo "attivo" dello strato limite è rimpiazzato abbastanza efficacemente da altri sistemi sugli aerei civili e, a fronte di un costo molto elevato, non avrebbe comunque un significativo impatto sulla sicurezza.
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Molto interessante, grazie molte.
Ti confesso però una perplessità… pur non avendo nessuna conoscenza in campo militare – e per cui mi perdono molte cose :D - Il fatto che su alcuni aeromobili civili, e comunque per l’A380 - come scrivi – i motori vengano posizionati in modo che il getto di scarico investa i flaps… be’ francamente è un’informazione che mi sorprende non poco…
Potresti darmi un riferimento concreto “in letteratura” in modo che, se del caso, io possa ricredermi? 
A parte i manuali, non trovo una riga neppure in Internet…
 
Indonesia says no evidence so far of terrorism in AirAsia crash
BY KANUPRIYA KAPOOR AND RANDY FABI

(Reuters) - Indonesian investigators said on Monday they had found no evidence so far that terrorism played a part in the crash of an AirAsia passenger jet last month that killed all 162 people on board.

Andreas Hananto told Reuters that his team of 10 investigators at the National Transportation Safety Committee (NTSC) had found "no threats" in the cockpit voice recordings to indicate foul play during AirAsia Flight QZ8501.

The Airbus A320-200 vanished from radar screens on Dec. 28, less than halfway into a two-hour flight from Indonesia's second-biggest city of Surabaya to Singapore. There were no survivors.

When asked if there was any evidence from the recording that terrorism was involved, Hananto said: "No. Because if there were terrorism, there would have been a threat of some kind."

"In that critical situation, the recording indicates that the pilot was busy with the handling of the plane."

Investigators said they had listened to the whole of the recording but transcribed only about half.

"We didn't hear any voice of other persons other than the pilots," said Nurcahyo Utomo, another investigator. "We didn't hear any sounds of gunfire or explosions. For the time being, based on that, we can eliminate the possibility of terrorism."

EXPLOSION ALSO "UNLIKELY"
Utomo said that investigators could hear "almost everything" on the recording contained in one of the flight's two "black boxes". The other is the flight data recorder, and both have been recovered from the wreckage at the bottom of the Java Sea.

He declined to give details about what was said during the doomed flight's final moments, citing Indonesian law.

Indonesian authorities have said that bad weather was likely to have played a part in the disaster.

According to Hananto, evidence also showed that an explosion was unlikely before the plane crashed, disputing a theory suggested by an official from the National Search and Rescue Agency last week.

"From the (flight data recordings) so far, it's unlikely there was an explosion," Hananto said. "If there was, we would definitely know because certain parameters would show it. There are something like 1,200 parameters."

The final minutes of the AirAsia flight were full of "sounds of machines and sounds of warnings" that must be filtered out to get a complete transcript of what was said in the cockpit, said Hananto, who has been an air safety investigator since 2009.

The first half of the two-hour long cockpit voice recording has been transcribed. That includes audio from the previous flight and the beginning of Flight QZ8501, which crashed around 40 minutes after takeoff.

The team, which is working with French, Singaporean and Chinese air safety investigators, hopes to finish transcribing the recording this week, Hananto said.

With seven computers and various audio equipment, the small NTSC laboratory dedicated to the AirAsia investigation is split into two rooms; one for the cockpit voice recorder and the other for the flight data recorder.

Analysis of the flight data recorder would take longer, Hananto said, because investigators were examining all 72 previous flights flown by the aircraft.

Investigators hope to finish a preliminary report on the crash early next week. The full report could take up to a year, but will not include the entire cockpit voice transcript.

"In Indonesia it remains undisclosed," said Tatang Kurniadi, chief of the NTSC. "Just some important highlights will be included in the report."

Fonte: reuters
 
Non sembrano esserci in campo delle risorse da farci un film, ma tutti quello che serve sembra sulla strada buona. Senza politica in mezzo potrebbe volerci poco per imparare qualcosa anche questa volta.
 
L'Indonesia non renderà pubblico il rapporto preliminare. Certo che dopo la figura pietosa fatta dai malesi nella gestione del MH370, ora anche i "cugini" insulari dimostrano al meglio che lo sviluppo economico è una cosa, la civiltà è un'altra. Speriamo in un cambio di rotta.

Indonesia to restrict publication of QZ8501 preliminary report

By: GREG WALDRON
SINGAPORE

Indonesia will not publicly release the results of a preliminary investigation into the 28 December 2014 crash of an Indonesia AirAsia Airbus A320 aircraft.A preliminary report will be produced by late January, 30 days after the crash, but widespread media reports cite Tatang Kurniadi, chairman of the National Transportation Safety Committee (NTSC), as saying that it “will not be exposed to the public"."This is for the consumption of those countries that are involved,” Kurniadi adds.His comments also indicate that the report will not contain any analysis about the crash of flight QZ8501, which claimed the lives of 162 passengers and crew.Flightglobal was unable to reach Kurniadi for clarification on the matter, and the possible schedule for the release of data to the public.In separate statement on the NTSC’s web site, Kurniadi says the investigation into the incident is being conducted by a 34-person team under the observation of French and Australian monitors.Kurniadi also vowed that the investigation will be neutral, with investigators not to be swayed by other parties, such as the police or prosecutors.The announcement that the preliminary report won’t be made available to the public comes one day after Indonesian transport minister Ignasius Jonan told the country’s parliament that the aircraft climbed at 6,000ft/min and then descended 7,900ft in the space of 45s before contact was lost.The aircraft’s crew had requested a climb to 38,000ft from its assigned altitude of 32,000ft, while in the vicinity of poor weather, during the service to Singapore on 28 December 2014.The reasons behind the rapid climb are unclear.Indonesian authorities have said publically that cockpit recordings derived from the aircraft’s cockpit voice recorder suggest that terrorism was probably not a factor in the aircraft’s crash into the Java Sea.

http://www.flightglobal.com/news/ar...ict-publication-of-qz8501-preliminary-408143/
 
Con tutto il rispetto per la BBC, ma un rateo di 6000 ft al minuto, per quanto eccezionale, può accadere anche su un A320. Ci devono essere determinate condizioni atmosferiche e sicuramente non lo si mantiene per più di pochi secondi, ma dire che sia una cosa esclusiva dei jet militari mi pare un po' eccessivo.
La pericolosità della cosa, sempre parlando di A320, è che quando ci sia avvicina alla quota impostata sull'autopilota, lo stesso entra in una modalità che garantisce un livellamento dolce, tralasciando il controllo della velocità la quale, con un rateo così elevato, può decadere rapidamente se il pilota non interviene abbassando il muso. Certo con un meteo del genere e ratei simili credo che l'attenzione dell'equipaggio fosse massima e dubito che la situazione possa essere sfuggita di mano per questo motivo.
 
More Bodies Recovered From AirAsia QZ8501

Indonesian divers on Thursday found six bodies near the fuselage of AirAsia QZ8501, but were unable to enter the wreckage where most of the victims are believed to be trapped, a navy official said.
Days of rough weather and poor underwater visibility have hampered navy divers' efforts to recover bodies and lift the main part of the plane off the sea bed.
"It was very dark, visibility was very limited so our diving teams could not enter," Rear Admiral Widodo, commander of the navy's western fleet, told reporters aboard the warship KRI Banda Aceh. "However we still predict we can evacuate all the bodies from there."
Widodo added rescuers expected to attach giant air bags to the fuselage to lift it to the surface by Friday.
A multinational search and rescue operation has recovered 59 bodies so far and located both flight recorders, which will provide clues as to why the plane crashed.
The cause of AirAsia's first fatal crash is not yet known, though investigators have ruled out foul play.
Transport Minister Ignasius Jonan on Tuesday told a parliamentary hearing that radar data showed the plane had climbed faster than normal in its final minutes, and then stalled.
The National Transport Safety Committee (NTSC), which is responsible for the crash investigations in Indonesia, is set to release some initial findings next week, but its full preliminary report will not be made public.
The final report on the investigation, which will be made public, must be submitted within a year.

(Reuters)
 
AirAsia Plane Rose to Unauthorized Altitude Before Crash

(Bloomberg) -- AirAsia Bhd. Flight 8501 climbed to an unauthorized altitude fast and steep before the aircraft fell into the ocean, Indonesian investigators said in their first description of the last moments of the ill-fated plane.
From a cruising altitude of 32,000 feet, the Airbus Group NV A320 plane ascended to 37,400 feet in 30 seconds as pilots probably tried to avoid bad weather, Ertata Lananggalih, an investigator at the National Transportation Safety Committee, said in Jakarta on Thursday. The aircraft then descended slowly for three minutes before it disappeared, he said.
“The pilots were conscious when the maneuver happened,” Lananggalih said. “They were trying to control the airplane.”

The co-pilot, with 2,247 hours of flying experience, was at the controls and communicating with the ground while the captain, an experienced officer with 20,537 hours of service, was monitoring, said Mardjono Siswosuwarno, the lead investigator of the crash that killed 162 people. The aircraft, operated by the Indonesian affiliate of Malaysia-based AirAsia, disappeared from radar Dec. 28 en route to Singapore from Surabaya.
Indonesia won’t release a preliminary report on its investigation into Flight 8501 because fact-findings could change rapidly, Tatang Kurniadi, head of the commission, said today. Indonesia sent the preliminary findings to all countries involved in the investigation on Jan. 28, Kurniadi said.

Higher Altitude

The pilots had sought permission from the air traffic control to turn left and then to ascend to 38,000 feet from a stable 32,000 feet because of clouds. Four minutes after the request was made, the ground cleared the pilots to let the plane climb to an altitude of 34,000 feet, he said.
Satellite imagines showed storm clouds that reached as high as 44,000 feet, according to investigators.
The aircraft was in “good condition,” said Siswosuwarno.
Indonesian authorities have so far recovered only 70 bodies from the search, which still hasn’t managed to lift the fuselage of the single-aisle jet. The tail section of the plane has been retrieved. Indonesia’s military pulled out of the search this week.
The cockpit-voice recorder played out the pilots’ voices and no explosion was heard, Nurcahyo Utomo, an investigator with the committee, said last week. The flight-data recorder captured 1,200 parameters and the voice-recorder captured two hours and four minutes of the aircraft’s final journey, the investigators said. The two devices are called the black box. After studying data from the black box, authorities ruled out terrorism as a factor that brought down the plane.

Stall

Flight 8501 appeared to have stalled after climbing steeply, Minister of Transportation Ignasius Jonan said earlier this month. A stall is a situation in which the flow of air under the wing is disrupted, causing a loss of lift.
Indonesia has said it intends to shut the agency responsible for coordinating aircraft flight slots in three months. That’s after the AirAsia flight took off on a Sunday, without a Ministry of Transportation permit to fly that day.
The government has since suspended the license of AirAsia for that route, found other airlines in breach of permits and removed officials involved from the ministry, AirNav Indonesia and state airport company PT Angkasa Pura 1.
The airline made an administrative error in flying QZ8501 on Sunday, AirAsia Indonesia Chief Executive Officer Sunu Widyatmoko said Jan. 13. The carrier didn’t inform the Directorate of Air Aviation on the schedule revision, he told parliament in a hearing.

http://www.bloomberg.com/news/artic...blish-preliminary-report-on-airasia-jet-probe
 
Non conosco UN pilota che per evitare il brutto tempo salga da 32000 a 37000 a 10800 ft/min...almeno, con un aereo passeggeri... Per evitare il brutto tempo si chiede di salire, se ci si aspetta di trovare tempo migliore più in alto e soprattutto se le prestazioni della macchina lo consentono, oppure si fa una deviazione in rotta: l'ultima volta che sono stato in Brasile ho deviato per circa 350 miglia, anche se non autorizzato dal controllo di Dakar.
 
I-UDNE ha detto:
Non conosco UN pilota che per evitare il brutto tempo salga da 32000 a 37000 a 10800 ft/min...almeno, con un aereo passeggeri... Per evitare il brutto tempo si chiede di salire, se ci si aspetta di trovare tempo migliore più in alto e soprattutto se le prestazioni della macchina lo consentono, oppure si fa una deviazione in rotta: l'ultima volta che sono stato in Brasile ho deviato per circa 350 miglia, anche se non autorizzato dal controllo di Dakar.
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E in genere si evita di lato, mai di sopra.
 
AirAsia crash: 'Co-pilot was flying plane'

The co-pilot of AirAsia Flight QZ8501, French national Remi Plesel, was controlling the plane before it crashed, say Indonesian investigators.

Authorities said this information came from the flight data recorder, which was retrieved along with the cockpit voice recorder earlier this month.
The plane was carrying 162 people from the Indonesian city of Surabaya to Singapore when it crashed into the Java Sea on 28 December.
Only 70 bodies have been recovered.
Mardjono Siswosuwarno, head investigator of Indonesia's National Transportation Safety Committee (NTSB), said the flight data recorder had provided a "pretty clear picture" of what happened in the flight's last moments.
Capt Plesel was in charge from take-off until the cockpit voice recording ends, he said, adding that this was common practice.

'Within limits'

Investigators said the plane ascended sharply before dropping, rising from 32,000ft (9,750m) to 37,400ft within 30 seconds, then dipping back to 32,000ft. The process took about three minutes.
Mr Mardjono said the plane was "flying before the incident within the limits of its weight and balance envelope" and that the flight crew all had correct licences and medical certificates.
A preliminary report has been submitted to the International Civil Aviation Organization, but has not been made public. The the full report is likely to take about seven months, said the committee's chief Tatang Kurniadi.
Earlier this week, the military announced it was stopping attempts to retrieve the fuselage from the seabed. Authorities had believed earlier that most of the missing bodies were still in the wreckage but now believe it is empty and too fragile to move.
The civilian National Search and Rescue Agency said on Wednesday that it would continue search operations but their efforts could also end by next week if no more bodies are found.

http://www.bbc.co.uk/news/world-asia-31034135
 
solo i dati del DFDR potranno dire effettivamente che tipo di manovra ha compiuto l'aereo (almeno fino a quando ha registrato), in particolare i parametri "fisici" delle piattaforme inerziali con i relativi dati di accelerazione verticale/laterale. I soli parametri dell'aria (quota velocità e variometro) possono trarre in inganno considerando che l'aereo ha attraversato uno spazio di aria instabile. Mi è capitato con aereo a terra fermo vedere valori di variometro di +/- 2000 ft/min solo a causa di forti raffiche di vento che investivano l'aereo (e le relative sonde) trasversalmente.
 
AirAsia Captain Said To Have Left Seat Before Crash

February 1, 2015

The captain of the AirAsia jet that crashed into the sea in December was out of his seat conducting an unusual procedure when his co-pilot apparently lost control, and by the time he returned it was too late to save the plane, two people familiar with the investigation said.
Details emerging of the final moments of flight QZ8501 are likely to focus attention partly on maintenance, procedures and training, though Indonesian officials have not ruled out any cause and stress it is too early to draw firm conclusions.
The Airbus A320 crashed into the Java Sea while en route from Surabaya, Indonesia, to Singapore on December 28, killing all 162 people on board.
People familiar with the matter said earlier this week that investigators were examining maintenance records of one of the automated systems, the Flight Augmentation Computer (FAC), and the way the pilots reacted to any outage.
One person familiar with the matter said the captain had flown on the same plane with the intermittently faulty device days earlier. There was no independent confirmation of this.
After trying to reset this device, pilots pulled a circuit-breaker to cut its power, Bloomberg News reported on Friday.
People familiar with the matter said it was the Indonesian captain Iriyanto who took this step, rather than his less experienced French co-pilot Remy Plesel, who was flying the plane.
AirAsia said it would not comment while the matter was under investigation by the National Transportation Safety Committee (NTSC) of Indonesia. The NTSC has said it is too early to say what role either human factors or equipment may have played in the crash, which is still being investigated.
Experts say the loss of the FAC would not directly alter the trajectory of the aircraft but would remove flight envelope protection, which prevents a pilot from taking a plane beyond its safety limits, and require the crew to fly it manually.
The decision to cut off the FAC has surprised people following the investigation because the usual procedure for resetting it is to press a button on the overhead panel.
"You can reset the FAC, but to cut all power to it is very unusual," said one A320 pilot, who declined to be identified. "You don't pull the circuit breaker unless it was an absolute emergency. I don't know if there was one in this case, but it is very unusual."
It is also significant because to pull the circuit breaker the captain had to rise from his seat.

"STARTLED"

The circuit breakers are on a wall panel immediately behind the co-pilot and hard or impossible to reach from the seated position on the left, where the captain sits.
Shortly afterwards the plane went into a sharp climb from which investigators have said it stalled or lost lift.
"It appears he (the co-pilot) was surprised or startled by this," said a person familiar with the investigation, referring to the decision to cut power to the affected computer.
The captain eventually resumed the controls, but a person familiar with the matter said he was not in a position to intervene immediately to recover the aircraft from its upset.
"The co-pilot pulled the plane up, and by the time the captain regained the controls it was too late," one of the people familiar with the investigation said.
Tatang Kurniadi, chief of Indonesia's NTSC, told Reuters there had been no delay in the captain resuming the controls but declined further comment.
The head of the investigation, Mardjono Siswosuwarno, told reporters this week it was too early to say whether the accident involved pilot error or a mechanical fault.
Indonesia has issued some of the factual circumstances, but not released its preliminary accident report.
The NTSC said on Thursday the jet was in sound condition and all crew members were properly certified.
Airbus declined to comment.
Lawyers for the family of the French co-pilot say they have filed a lawsuit against AirAsia in Paris for "endangering the lives of others" by flying the route without official authority on that day. Investigators have said the accident was not related to the permit issue.
AirAsia did not respond to requests for comment on the lawsuit. Air accidents typically give rise to conflicting liability claims, and the 2009 crash of an Air France jet is still working its way through the French judicial system.
Although more is becoming known about the chain of events, people familiar with the investigation warned against making assumptions on the accident's cause, which needed more analysis.
Safety experts say air crashes are most often caused by a chain of events, each of which is necessary but not sufficient to explain the underlying causes of the accident.

(Reuters)
 
AZ209 ha detto:
AirAsia Captain Said To Have Left Seat Before Crash

February 1, 2015

The captain of the AirAsia jet that crashed into the sea in December was out of his seat conducting an unusual procedure when his co-pilot apparently lost control, and by the time he returned it was too late to save the plane, two people familiar with the investigation said.
Details emerging of the final moments of flight QZ8501 are likely to focus attention partly on maintenance, procedures and training, though Indonesian officials have not ruled out any cause and stress it is too early to draw firm conclusions.
The Airbus A320 crashed into the Java Sea while en route from Surabaya, Indonesia, to Singapore on December 28, killing all 162 people on board.
People familiar with the matter said earlier this week that investigators were examining maintenance records of one of the automated systems, the Flight Augmentation Computer (FAC), and the way the pilots reacted to any outage.
One person familiar with the matter said the captain had flown on the same plane with the intermittently faulty device days earlier. There was no independent confirmation of this.
After trying to reset this device, pilots pulled a circuit-breaker to cut its power, Bloomberg News reported on Friday.
People familiar with the matter said it was the Indonesian captain Iriyanto who took this step, rather than his less experienced French co-pilot Remy Plesel, who was flying the plane.
AirAsia said it would not comment while the matter was under investigation by the National Transportation Safety Committee (NTSC) of Indonesia. The NTSC has said it is too early to say what role either human factors or equipment may have played in the crash, which is still being investigated.
Experts say the loss of the FAC would not directly alter the trajectory of the aircraft but would remove flight envelope protection, which prevents a pilot from taking a plane beyond its safety limits, and require the crew to fly it manually.
The decision to cut off the FAC has surprised people following the investigation because the usual procedure for resetting it is to press a button on the overhead panel.
"You can reset the FAC, but to cut all power to it is very unusual," said one A320 pilot, who declined to be identified. "You don't pull the circuit breaker unless it was an absolute emergency. I don't know if there was one in this case, but it is very unusual."
It is also significant because to pull the circuit breaker the captain had to rise from his seat.

"STARTLED"

The circuit breakers are on a wall panel immediately behind the co-pilot and hard or impossible to reach from the seated position on the left, where the captain sits.
Shortly afterwards the plane went into a sharp climb from which investigators have said it stalled or lost lift.
"It appears he (the co-pilot) was surprised or startled by this," said a person familiar with the investigation, referring to the decision to cut power to the affected computer.
The captain eventually resumed the controls, but a person familiar with the matter said he was not in a position to intervene immediately to recover the aircraft from its upset.
"The co-pilot pulled the plane up, and by the time the captain regained the controls it was too late," one of the people familiar with the investigation said.
Tatang Kurniadi, chief of Indonesia's NTSC, told Reuters there had been no delay in the captain resuming the controls but declined further comment.
The head of the investigation, Mardjono Siswosuwarno, told reporters this week it was too early to say whether the accident involved pilot error or a mechanical fault.
Indonesia has issued some of the factual circumstances, but not released its preliminary accident report.
The NTSC said on Thursday the jet was in sound condition and all crew members were properly certified.
Airbus declined to comment.
Lawyers for the family of the French co-pilot say they have filed a lawsuit against AirAsia in Paris for "endangering the lives of others" by flying the route without official authority on that day. Investigators have said the accident was not related to the permit issue.
AirAsia did not respond to requests for comment on the lawsuit. Air accidents typically give rise to conflicting liability claims, and the 2009 crash of an Air France jet is still working its way through the French judicial system.
Although more is becoming known about the chain of events, people familiar with the investigation warned against making assumptions on the accident's cause, which needed more analysis.
Safety experts say air crashes are most often caused by a chain of events, each of which is necessary but not sufficient to explain the underlying causes of the accident.

(Reuters)
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Accidenti. Qualche addetto ai lavori potrebbe approfondire di cosa si tratta? E' davvero un'operazione così inusuale la disattivazione da circuit breaker? Quali potrebbero essere i motivi che portano a questa decisione?
 
Indonesia To Call Off Search For AirAsia Crash Victims

March 18, 2015

Indonesia will on Sunday end a search for the bodies of 56 people missing from an AirAsia jet that crashed into the Java Sea in December, a national rescue agency official said.
AirAsia flight QZ8501 lost contact with air traffic control during bad weather less than halfway into a two-hour flight from Surabaya in Indonesia to Singapore on December 28. All 162 people on board the Airbus A320 were killed.
"Some of our ships and personnel have been pulled back already and some remain on standby, but officially the operation will be finished on Sunday," Yusuf Latif, a spokesman for the search and rescue agency, told Reuters.
The flight data and cockpit voice recorders were recovered two weeks after the crash. Large pieces of the fuselage were also found on the sea floor.
A multi-national rescue effort, led by the Indonesian military and often hampered by bad weather and strong currents, recovered 106 bodies, with 56 unaccounted for.
Few details of the analysis of the flight recorders have been made public.
The National Transportation Safety Committee has revealed that the French first officer was at the controls of the jet just before the accident.
The AirAsia crash was the latest in a string of accidents to hit Indonesia's aviation industry, which is among the fastest-growing in the region, and has stepped up pressure on the government and airlines to improve safety.
The final result of the investigation is due in about six months, an investigator said.

(Reuters)
 
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