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24/07/2013

Le constat du SNPL

Dans un communiqué de presse du 16 juillet dernier, le SNPL écrit :

 

« En approuvant, sans aucune réserve, le texte européen réglementant les temps de vol des équipages (FTL), la France cède aux seuls intérêts financiers des compagnies aériennes, au détriment de la sécurité des vols.

La France a officiellement voté le texte proposé par l’AESA (Agence européenne de la sécurité aérienne) le vendredi 12 juillet dernier. En introduisant dans la réglementation de temps de vol des équipages des dispositions allant à l’encontre même des conclusions des scientifiques sur la fatigue, la France porte une responsabilité écrasante dans l’abaissement du niveau de sécurité aérienne que la mise en œuvre de ces règles ne manquera pas de générer. Seuls les intérêts économiques des compagnies aériennes ont été entendus, c’est très révélateur de la façon dont fonctionne l’autorité de régulation de l’aviation civile en France ».

 

Ainsi, il est maintenant clairement établi par le SNPL que l’autorité de régulation de l’aviation civile en France veut mettre en danger la vie des passagers et membres d’équipage pour préserver des intérêts économiques (comme la plupart des Etats de l’Union qui ont voté ce texte).

 

Après un tel constat, le SNPL ne peut plus avoir confiance dans cette autorité pour assurer la sécurité du transport aérien dans notre pays !

 

Que va-t-il se passer maintenant ? Le SNPL, dont le président est Yves Deshayes, va-t-il encore une fois se résigner et devenir complice des prédateurs ou va-t-il se comporter enfin véritable contre-pouvoir ?

19:22 Écrit par HMC | Commentaires (0)

14/07/2013

Fatigue : l'EASA accusée !

09/07/2013

The European agency responsible for aviation safety across the EU has been accused of gross maladministration by British pilots.

The British Airline Pilots’ Association (BALPA), which represents over 80% of British airline pilots, has submitted a formal complaint to the European Ombudsman who has responsibility for investigating such cases of poor governance within European agencies.

BALPA’s complaint is that the European Aviation Safety Agency (EASA) has breached its own terms of reference in the way it has put together its proposals to change pilots’ working hour limits; limits which are supposed to prevent fatigue. In particular the EASA group that formulated the proposals appear to be very short on relevant medical and scientific qualification and – astonishingly – EASA took no steps to record or manage conflicts of interest within the group.

BALPA’s General Secretary, Jim McAuslan, said, ‘The UK government will be represented at a crucial EU meeting on 10th and 11th July at which they will be asked to support these EASA rules which will substantially dilute the existing UK rules. We have written to the Minister to inform him of our Ombudsman complaint and asking him to support our cause and insist that the rule-making process is done properly.

'Regrettably the Minister has shown little stomach so far for a fight with EU bureaucrats. BALPA's battle is therefore likely to move to the EU parliament which has been poorly served by an agency that lacks transparency, skill and knowledge and yet has been given the power to draft rules which will have a big impact on every airline passenger in Europe.'
 
 
On attend bien sûr que le SNPL et la FENVAC fassent de même...

08:34 Écrit par HMC | Commentaires (0)

13/07/2013

ASIANA 214 : le NTSB critiqué

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15:48 Écrit par HMC | Commentaires (0)

ASIANA 214. NTSB STATEMENT ON ERRONEOUS CONFIRMATION OF CREW NAMES

July 12, 2013

 

WASHINGTONThe National Transportation Safety Board apologizes for inaccurate and offensive names that were mistakenly confirmed as those of the pilots of Asiana flight 214, which crashed at San FranciscoInternationalAirport on July 6.

Earlier today, in response to an inquiry from a media outlet, a summer intern acted outside the scope of his authority when he erroneously confirmed the names of the flight crew on the aircraft.

The NTSB does not release or confirm the names of crewmembers or people involved in transportation accidents to the media. We work hard to ensure that only appropriate factual information regarding an investigation is released and deeply regret today's incident.

 

Appropriate actions will be taken to ensure that such a serious error is not repeated.

 

On se souvient que les noms des pilotes du vol AF 447 ont été jetés en pâture aux médias de notre beau pays sans que cela ne choque grand monde. Je pense en particulier à ce journaleux du Figaro qui les a traîné dans la boue : Fabrice Amédéo, rédacteur en chef adjoint de ce canard. Soyez ignoble, vous serez récompensé !

 

10:10 Écrit par HMC | Commentaires (0)

12/07/2013

Landing at KSFO…

http://akama.arc.nasa.gov/ASRSDBOnline/QueryWizard_Display.aspx?server=ASRSO

 

Extraits:

 

008.jpgI flew a mostly uneventful leg to SFO, the Big Sur Arrival to the Bridge Visual for Runway 28L. We set up and briefed for LNAV/VNAV approach in visual conditions. As we joined the final approach course ATC slowed us to 180 KTS and advised us of traffic for the parallel runway, a B767-300. The First Officer and I had the traffic in sight and told ATC. ATC advised us to maintain visual separation with the B767 and continue our approach for Runway 28L. As the B767 got closer it was apparent that we were getting uncomfortably close. We slowed further to 160 KTS to keep some distance between the B767 and ourselves. It was quite obvious that the B767 was becoming a threat. As the B767 flew through his and continued through our own approach course we were glad for the additional spacing that we had created. With the B767 well south of his and our runway approach and was probably a half mile or so to the left of our course and a mile or two ahead of us. (He really overshot his turn) ATC pointed out this obvious event and rather than have him cross in front of us again asked us to change runways and make Runway 28R our new landing runway. I disengaged the autopilot as ATC was issuing this new clearance and as anticipated we encountered the B767's wake turbulence. After getting through the wake turbulence I commanded the First Officer to deselect the flight directors and tune up Runway 28R localizer all the while keeping a very suspicious eye on the B767 as he accepted his NEW runway as well. Once again the B767 seemed to slightly over shoot his course and we deviated a little bit away from him to maintain safe spacing. Approaching 1,000 FT the First Officer confirmed with ATC that the B767 was really landing on 28L and that we were to land on 28R. ATC thanked us for our help and told us to continue to our landing runway, 28R. After landing (side by side with the B767) we turned off our runway and held short of Runway 28L). We thanked each other for the successful event.

 

The First Officer landed on Runway 28R at SFO. We proceeded to Taxiway T turnoff where we exchanged control of the aircraft. As the exchange was happening, we were instructed by SFOTower "cross Runway 28L expedite crossing aircraft on final." My First Officer acknowledged the crossing and I aligned my aircraft with Tango, added power to hurry across, I did my last check of 28L before crossing when I saw an Airbus going rapidly down the runway. I immediately brought my aircraft to a stop past the hold short line but before the runway edge lights. The Airbus on 28L stopped his aircraft short of Delta and called the Tower. SFO Tower sent the aircraft around, the Airbus on 28L cleared the runway at Delta and when the way was clear I taxied across 28L and on to my gate. I remembered later a partial clearance to another aircraft to expedite which I believe was the other Airbus on 28L. I am certain that if I had not stopped my aircraft we would have at least collided wingtips. There is not enough room to have an aircraft clear 28L at Delta and simultaneously cross an aircraft of Taxiway Tango.

 

We [were] flying the LDA PRM 28R in SFO. We were put 2.5 miles behind a 747-400 who was on the ILS 28L. The winds below 4,000 FT were 180 at 15 KTS and surface winds were 250 at 10 KTS. I asked to slow due to the 747's close proximity on the approach given the southerly winds that would blow the 747's wake into our path. The Controller seemed upset that we were concerned about the possible wake encounter and said that we could go missed if we had a problem. We broke out at 1,700 FT and stayed high and flew over the wake that we could clearly see due to the moisture in the air! My issue is with the Controller not having any situational awareness in regards to the 747 and the winds aloft considering the close proximity of the aircraft and these dangerous approaches. Smaller aircraft should be still given 5 miles behind a heavy on this approach considering how close the 2 runways are (750 FT)! This is an accident waiting to happen!

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15:30 Écrit par HMC | Commentaires (0)

 
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