Ci sono altri 6 o 7 piloti AF che si chiamano Dubois, di cui uno è attualmente Comandante 330/340
Incidente A330 Air France Rio-Parigi 01/06/2009
- Autore Discussione Edo75
- Data d'inizio
Flight AF 447 on 31 May 2009
A 330 – 200, registered F-GZCP
In the context of the publication of an initial factual report on the accident on 1st June 2009 to the A 330-200, registered F-GZCP, the BEA will hold a press conference on its premises at Le Bourget on Thursday 2 July from 15 h to 17 h.
Those journalists who wish to attend are requested to confirm their presence with Martine Del Bono.
http://www.bea.aero/anglaise/actualite/af447/pressrelease20090625.html
A 330 – 200, registered F-GZCP
In the context of the publication of an initial factual report on the accident on 1st June 2009 to the A 330-200, registered F-GZCP, the BEA will hold a press conference on its premises at Le Bourget on Thursday 2 July from 15 h to 17 h.
Those journalists who wish to attend are requested to confirm their presence with Martine Del Bono.
http://www.bea.aero/anglaise/actualite/af447/pressrelease20090625.html
NTSB investigating two A330 incidents with echoes of AF447
Monday June 29, 2009
The US National Transportation Safety Board last week said it is investigating two recent incidents involving A330s operated by TAM and Northwest Airlines in which the airspeed and altitude indications "may have malfunctioned."
NWA is a unit of Delta Air Lines. Both aircraft landed safely. Such malfunctions are suspected in the May 31 loss of an Air France A330-200 (ATWOnline, June 10).
NTSB said the TAM incident took place on May 21 while Flight 8091 was en route from Miami to Sao Paulo. "Initial reports indicate that the flight crew noted an abrupt drop in indicated outside air temperature, followed by the loss of the Air Data Reference System and disconnections of the autopilot and autothrust, along with the loss of speed and altitude information," the board stated. It said the flight crew used backup instruments and primary data was restored in about 5 min. The flight landed at Sao Paulo with no further incident and there were no injuries or damage to the aircraft.
NTSB said it also became aware of "another possibly similar incident" that occurred on June 23 and involved an NWA aircraft flying between Hong Kong and Tokyo.
Separately, ATWOnline received what purportedly is a first-hand account of the NWA event, although this website was unable to confirm its authenticity. According to this account, the incident took place at approximately 39,000 ft. around 10 a.m. local time as the aircraft was entering Japanese airspace. Weather was described as mostly clear with occasional isolated areas of rain and cloud tops at about 41,000 ft. Outside air temperature was put at -50C, TAT -21C.
As the A330 followed other aircraft in trail, weather radar indicated a large area of heavy rain at a lower altitude. The radar showed light precipitation at the A330's altitude, which the crew took to be ice crystals. The aircraft entered the cloud tops and experienced light to moderate turbulence. After about 15 sec. it encountered moderate rain that was visible on the windshield.
The pilots noted that the cockpit suddenly became very warm and humid and a few seconds later all three airspeed indicators rolled back to 60 kt. and autopilots and autothrottles disengaged, as did rudder limit protection. "The Master Warning and Master Caution flashed," accompanied by "the sound of chirps and clicks letting us know these things were happening."
At this point the captain hand-flew the aircraft on the shortest vector out of the rain at "the recommended 83%N1 power setting." Airspeed indicators returned briefly but failed again. The failure lasted for 3 min. All instrumentation eventually returned to normal but the aircraft remained in Airbus "alternate law" for the remainder of the flight.
by ATWOnline Staff
Monday June 29, 2009
The US National Transportation Safety Board last week said it is investigating two recent incidents involving A330s operated by TAM and Northwest Airlines in which the airspeed and altitude indications "may have malfunctioned."
NWA is a unit of Delta Air Lines. Both aircraft landed safely. Such malfunctions are suspected in the May 31 loss of an Air France A330-200 (ATWOnline, June 10).
NTSB said the TAM incident took place on May 21 while Flight 8091 was en route from Miami to Sao Paulo. "Initial reports indicate that the flight crew noted an abrupt drop in indicated outside air temperature, followed by the loss of the Air Data Reference System and disconnections of the autopilot and autothrust, along with the loss of speed and altitude information," the board stated. It said the flight crew used backup instruments and primary data was restored in about 5 min. The flight landed at Sao Paulo with no further incident and there were no injuries or damage to the aircraft.
NTSB said it also became aware of "another possibly similar incident" that occurred on June 23 and involved an NWA aircraft flying between Hong Kong and Tokyo.
Separately, ATWOnline received what purportedly is a first-hand account of the NWA event, although this website was unable to confirm its authenticity. According to this account, the incident took place at approximately 39,000 ft. around 10 a.m. local time as the aircraft was entering Japanese airspace. Weather was described as mostly clear with occasional isolated areas of rain and cloud tops at about 41,000 ft. Outside air temperature was put at -50C, TAT -21C.
As the A330 followed other aircraft in trail, weather radar indicated a large area of heavy rain at a lower altitude. The radar showed light precipitation at the A330's altitude, which the crew took to be ice crystals. The aircraft entered the cloud tops and experienced light to moderate turbulence. After about 15 sec. it encountered moderate rain that was visible on the windshield.
The pilots noted that the cockpit suddenly became very warm and humid and a few seconds later all three airspeed indicators rolled back to 60 kt. and autopilots and autothrottles disengaged, as did rudder limit protection. "The Master Warning and Master Caution flashed," accompanied by "the sound of chirps and clicks letting us know these things were happening."
At this point the captain hand-flew the aircraft on the shortest vector out of the rain at "the recommended 83%N1 power setting." Airspeed indicators returned briefly but failed again. The failure lasted for 3 min. All instrumentation eventually returned to normal but the aircraft remained in Airbus "alternate law" for the remainder of the flight.
by ATWOnline Staff
segnalo questa pagina:
http://wikileaks.org/wiki/What_Air_...nt_PFR_report_and_Technical_Report,_2008-2009
http://wikileaks.org/wiki/What_Air_...nt_PFR_report_and_Technical_Report,_2008-2009
Pubblicato sul sito del BEA il primo interim report:
http://www.bea.aero/docspa/2009/f-cp090601e1.en/pdf/f-cp090601e1.en.pdf
Ciao,
CharlieTango
http://www.bea.aero/docspa/2009/f-cp090601e1.en/pdf/f-cp090601e1.en.pdf
Ciao,
CharlieTango
Assolutamente interessante.
Qualunque cosa sia successa, deve essere avvenuta senza il minimo preavviso.
Tra l' ultimo messaggio inviato dal 447 ad Atlantico e la risposta di quest' ultimo con la richiesta dello stimato TASIL sono passati 3 (TRE) secondi.
La richiesta di quello stimato, reiterata più volte, non avrà mai risposta.
Attenzione.
Le richieste di stimato su TASIL sono state fatte fra 01:35:53 e 01:36:14 UTC.
Invece, i messaggi ACARS sono stati ricevuti fra 02:10:10 e 02:14:26 UTC.
Le richieste di stimato su TASIL sono state fatte fra 01:35:53 e 01:36:14 UTC.
Invece, i messaggi ACARS sono stati ricevuti fra 02:10:10 e 02:14:26 UTC.
Concordo. Nel messaggio intendevo sottolineare che l' emergenza è stata repentina, ma non volevo sottindendere che avesse fatto precipitare l'aereo immediatamente, proprio per gli orari degli ACARS. Da notare che l'aereo sembra che abbia volato per 40' senza comunicare.
Secondo il rapporto, alle 02:01 l'equipaggio ha cercato di contattare Dakar ATC per la terza volta, senza successo (le prime due a 01:33 e 01:35). Nessuna chiamata di emergenza o nessun messaggio ACARS, nel frattempo, che possano far pensare ad un'emergenza in atto.
A me sconvolge che l'INCERFA è stata lanciata alle 08:15, quasi 7 ore dopo l'ultimo contatto radio!!!
Vorrei far notare che non è stato l'equipaggio a tentare di mettersi in contatto con Dakar, ma si trattava di messaggi ACARS
Anche questo può essere vero. Quale tipo di emergenza, permetterebbe di volare praticamente in rotta per 40' senza la possibilità o volontà (perchè impegnati) di comunicare nulla?
per favore..non saltatemi addosso
potrei avere vostri eventuali commenti sul curriculum del comandante...e magari dei f/o ??
ATPL a 40 anni?
ma volan cosi poco i comandanti AF??
.................................
1.5.1.1 Captain
Male, aged 58
• Air Transport Pilot’s License (ATPL) issued 8 March 1990, MTOW limit of 20,000 kg
• ATPL License without limitations issued 19 February 1992
• Captain since 19 June 1998
• Professional pilot instructor 1st class (IPP1) rating issued 31 March 1993
• Airbus A330 type rating obtained on 27 October 2006
• Line oriented flight training completed on 17 February 2007
• Airbus A340 type rating obtained on 9 August 2007
• Line oriented flight training on 7 September 2007
• Medical certificate (class 1) issued on 10 October 2008, valid until 31 October 2009
• Other type ratings: Caravelle XII, Airbus A320 and Boeing 737
(4) Regulation N° 859/2008 of the European Commission of 20 August 2008, paragraph 1.1095.
(5) GEN.OPS 1.7.2.00.
12
• Flying hours:
o total: 10,988 flying hours, of which 6,258 as Captain
o hours on type: 1,747 (6), all as Captain
o in the previous six months: 346 hours, 18 landings, 15 take-offs
o in the previous three months: 168 hours, 8 landings, 6 take-offs
o in the previous 30 days: 57 hours, 3 landings, 2 take-offs
The captain had carried out sixteen rotations in the South America sector since he arrived in
the A330/A340 division in 2007. His oceanic route qualification was valid until 31 May 2010.
2008/2009 and 2009/2010 ECP instruction seasons:
• A340 (E34) training on 11 October 2008
• A330 (C33) base check on 12 October 2008
• A330 (E33) training on 22 April 2009
• A340 (C34) base check on 23 April 2009
• A340 (CEL34) line check on 21 July 2008
• A340 (CEL34) line check on 7 September 2007
• A330 (CEL33) line check on 15 February 2007
• S1 ground training on 12 January 2009
• 4S ground training on 7 August 2008
Note: the instruction season goes from 1st April to 31 March the following year
potrei avere vostri eventuali commenti sul curriculum del comandante...e magari dei f/o ??
ATPL a 40 anni?
ma volan cosi poco i comandanti AF??
.................................
1.5.1.1 Captain
Male, aged 58
• Air Transport Pilot’s License (ATPL) issued 8 March 1990, MTOW limit of 20,000 kg
• ATPL License without limitations issued 19 February 1992
• Captain since 19 June 1998
• Professional pilot instructor 1st class (IPP1) rating issued 31 March 1993
• Airbus A330 type rating obtained on 27 October 2006
• Line oriented flight training completed on 17 February 2007
• Airbus A340 type rating obtained on 9 August 2007
• Line oriented flight training on 7 September 2007
• Medical certificate (class 1) issued on 10 October 2008, valid until 31 October 2009
• Other type ratings: Caravelle XII, Airbus A320 and Boeing 737
(4) Regulation N° 859/2008 of the European Commission of 20 August 2008, paragraph 1.1095.
(5) GEN.OPS 1.7.2.00.
12
• Flying hours:
o total: 10,988 flying hours, of which 6,258 as Captain
o hours on type: 1,747 (6), all as Captain
o in the previous six months: 346 hours, 18 landings, 15 take-offs
o in the previous three months: 168 hours, 8 landings, 6 take-offs
o in the previous 30 days: 57 hours, 3 landings, 2 take-offs
The captain had carried out sixteen rotations in the South America sector since he arrived in
the A330/A340 division in 2007. His oceanic route qualification was valid until 31 May 2010.
2008/2009 and 2009/2010 ECP instruction seasons:
• A340 (E34) training on 11 October 2008
• A330 (C33) base check on 12 October 2008
• A330 (E33) training on 22 April 2009
• A340 (C34) base check on 23 April 2009
• A340 (CEL34) line check on 21 July 2008
• A340 (CEL34) line check on 7 September 2007
• A330 (CEL33) line check on 15 February 2007
• S1 ground training on 12 January 2009
• 4S ground training on 7 August 2008
Note: the instruction season goes from 1st April to 31 March the following year
1.17.5 Experimental implementation of the ADS-C system at Dakar
[...]
Connection procedure in the DAKAR FIR (DAKAR land and DAKAR ocean)
The first connection with the system is made by the crew.
---
2. INITIAL FINDINGS
On the basis of the first factual elements gathered in the course of the investigation, the following facts have been established:
[...]
• at 2 h 01, the crew tried, without success for the third time, to connect to the Dakar ATC ADS-C system
---
Anche a me sembra molto strano. Pare ci sia stata parecchia confusione per diverse ore dalla perdita di contatto.
Sono contenute nel report. A me non ha stupito il comandante, quanto uno degli F/O:
Male, aged 32
• Professional pilot’s FCL license (CPL) issued on 23 April 2001
• Multi-engine instrument type rating (IR ME) issued on 16 October 2001
• ATPL theory obtained in September 2000
• Airbus A340 type rating issued on 26 February 2008
• Line oriented flight training completed 9 June 2008
• Airbus A330 type rating issued on 1 December 2008
• Line oriented flight training completed 22 December 2008
• Other type ratings: Airbus A320 issued on 7 September 2004
• Medical certificate (class 1) issued on 24 October 2008, valid until 31 October 2009
with compulsory wearing of corrective lenses.
(8) During this period, the copilot was not present at the OCC but was on telephone stand-by duty.
14
• Flying hours:
o total: 2,936
o on type: 807 (9)
o in the previous six months: 368 hours, 16 landings, 18 take-offs
o in the previous three months: 191 hours, 7 landings, 8 take-offs
o in the previous thirty days: 61 hours, 1 landing, 2 take-offs
This pilot had performed five rotations in the South America sector since arriving in the
Se ho capito bene non aveva l'ATPL o l'aveva ancora frozen (perché, se aveva quasi 3000 ore?): e si trovava in AF (widebody) con relativamente poca esperienza. Comunque son dettagli: non credo che la condotta e la professionalità dell'equipaggio siano anche solo minimamente in discussione.