AF - loss of seperation
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AF - loss of seperation
Jeez, what is wrong with AF?
For me, they have to do something....
Incident: Air France A319 at Prague on Sep 13th 2012, loss of separation
For me, they have to do something....
Incident: Air France A319 at Prague on Sep 13th 2012, loss of separation
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Jeez, what is wrong with AF?
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perhaps a flawed culture throughout the company starting from somewhere in senior management and progressing down
Ut Sementem Feeceris
Too much trust in the machine
So either the FMGC coding was wrong (unlikely or this would be a regular occurrence) or it was "cleaned up" to take out the DISCON or they manually intervened with HDG.
Whichever it was, they got it wrong. You'd have thought that their TCAS would have given some good SA with a (probable) white diamond very close..... which they then turned towards
Fatigue? Inattention? Complacency? Non sterile cockpit?
It makes you realise that no matter how sharp you think you are, there may be others who will spoil your day........
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Someone "cleaned up" the flight plan.
That's why I always leave a discountinuity in a normally expected shortcut to remind me that we are not yet cleared.
That's why I always leave a discountinuity in a normally expected shortcut to remind me that we are not yet cleared.
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Originally Posted by hetfield
Jeez, what is wrong with AF
This is not an A v B dig, but it does seem to take the usual "it's cause their French" banter out of the equation. Why do the two fleets have such different records?
If I was an AF safety manager, I'd be seriously looking. Especially as the media seem to be picking up every incident now.
Ut Sementem Feeceris
Yes, but the fleet stands at 181 Airbus and 74 Boeing (just 777/747 so long haul only).
So a ratio of roughly 2:1 A to B and 75% of the Airbus are shorthaul so, statistically, more likely to have an event. I'm not trying defend AF but things have to be taken in context.
Perhaps more interestingly, the source for the above (Airlinefleets.net) shows they have written off 2xA300, 1xA320, 1xA330, 2xA340, 1xB737, 3xB747 and 1xConcorde ........... that's 11 aircraft.
I'm not sure what their definition of "written off" is....but are all the above accidents?
I stress I'm only relaying information from the above mentioned site - I have no idea as to its accuracy. The only ones I can't recall are the A300's and the Boeings - all the other well documented.
So a ratio of roughly 2:1 A to B and 75% of the Airbus are shorthaul so, statistically, more likely to have an event. I'm not trying defend AF but things have to be taken in context.
Perhaps more interestingly, the source for the above (Airlinefleets.net) shows they have written off 2xA300, 1xA320, 1xA330, 2xA340, 1xB737, 3xB747 and 1xConcorde ........... that's 11 aircraft.
I'm not sure what their definition of "written off" is....but are all the above accidents?
I stress I'm only relaying information from the above mentioned site - I have no idea as to its accuracy. The only ones I can't recall are the A300's and the Boeings - all the other well documented.
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Perhaps I should have been more specific. I'm aware of the fleet size differences. I'm refering to thier "recent" mishap history, i.e. the last couple of decades. Without having access to the AF incident database I can't quote the split, but annecdotal evidence suggests that it's way out of proportion.
The cause of the '99 B747 Madras mishap did not involve aircrew error to my knowledge and is therefore irrelevant.
They've also lost 707s, Caravelles, DC-4s, Connies etc, all equally irrelevant.
Or are they?
The cause of the '99 B747 Madras mishap did not involve aircrew error to my knowledge and is therefore irrelevant.
They've also lost 707s, Caravelles, DC-4s, Connies etc, all equally irrelevant.
Or are they?
Last edited by Case One; 21st Sep 2012 at 16:07.
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Seriously -would you fly AF?
Last winter, my kids and myself flew BA LHR-MUC. On the return leg we were queuing patiently (with several LH aircraft) for de-icing.
This was as ever, tedious and seemed to take ages but it was a very cold snowy MUC so seemed a very sensible precaution.
What should pass us all and depart without de-icing? Why, our old friends AF. It seems their aircraft are not susceptible to ice like ours?
They have too many accidents. They are on my avoid list.
Last winter, my kids and myself flew BA LHR-MUC. On the return leg we were queuing patiently (with several LH aircraft) for de-icing.
This was as ever, tedious and seemed to take ages but it was a very cold snowy MUC so seemed a very sensible precaution.
What should pass us all and depart without de-icing? Why, our old friends AF. It seems their aircraft are not susceptible to ice like ours?
They have too many accidents. They are on my avoid list.
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More about AF incidents/accidents see:
Aviation Safety Network > ASN Aviation Safety Database > Operator index > France > Air France
Aviation Safety Network > ASN Aviation Safety Database > Operator index > France > Air France
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Yes - it was snowing heavily. De-icing was right for BA & LH - but clearly not essential for AF operating the same equipment.
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Without having access to the AF incident database I can't quote the split
Hi,
More about AF incidents/accidents see: Aviation Safety Network > ASN Aviation Safety Database > Operator index > France > Air France
Originally Posted by Hetfield
Jeez, what is wrong with AF?
To make it clear:
Yes, they have problems.
Yes, it is cultural.
No, it is not "French thing" or limited to AF. Malaise of incompetence is quite widespread throughout the world, even the first one.
Originally Posted by dormant dog
Someone "cleaned up" the flight plan.
One thing I haven't seen yet is the F/O who would perform such a feat second time when rostered with me.
Originally Posted by William A Bong
It is a culture thing. We have just covered this in our recurrent CRM. The actual total hull losses since 1946 is 85
Originally Posted by William A Bong
That far exceedes any other first world airline.
Originally Posted by Case One
The cause of the '99 B747 Madras mishap did not involve aircrew error to my knowledge and is therefore irrelevant.
Originally Posted by Aviation safety network
The flight crew concluded that all gear were down and locked despite a red GEAR light on the forward instrument panel. The crew had failed to recognize that the green GEAR DOWN light for the nose gear was not illuminated and assumed that the red GEAR light on the forward instrument panel was a false indication. The gear was recycled, but an alternate extension was not attempted.