25/01/09.

21:00.
Bonsoir, Toujours le mauvais temps. Ça devient inquiétant. C'est surtout la force du vent qui est surprenante.
Je vous aie raconté mes aventures bien des fois mais cette tempête me rappelle un voyage en Tipsy avec JC Alméras. On allait de Valence à Dax. Les Cévennes étaient bouchées. On donc fait la vallée du Rhône puis le canal du Midi. La turbulence était extrême. On s'est posé à Lézignan-Corbières où des pilotes se sont précipités sut la pista pour se cramponner sur les ailes. On a fait le plein puis avons après une petite accalmie poursuivi notre vol vers...Dax. Dès le décollage on a vu que notre vitesse/sol devait être de 40kms. En me penchant j'ai pu constater qu'un train de marchandise (à vapeur) nous doublait. Ce train s'est arrêté à la gare de Corbières a laissé un wagon et est reparti avant qu'on le rejoigne. Nous dûmes refaire le plein à Carcassonne puis à Castelnaudary, Muret, Mirande, Aire sur Adour puis Dax. Sur une cinquantaine d'avions attendus nous n'étions pas dix.

Voici un texte émanant d'Airbus Toulouse. C'est un texte officiel qui semble confirmer le bon choix du pilote Sullenberger dont la famille est originaire de Suisse (Y a pas le feu à l'Hudson)

Quote:

FROM : AIRBUS FLIGHT SAFETY DEPARTMENT TOULOUSE


ACCIDENT INFORMATION TELEX - ACCIDENT INFORMATION TELEX

SUBJECT: US AIRWAYS Flight US1549 ACCIDENT IN NEW YORK

OUR REF: USA US1549 AIT N°2 DATED 23rd JANUARY 2009
Previous ref: USA US1549 AIT N°1 DATED 16 JANUARY 2009

SUBJECT: US AIRWAYS Flight US1549 ACCIDENT IN NEW YORK

This is an update to the AIT N°1 issued on 16th January 2009.

The information which follow has been approved for release by the US National Transport Safety
Board (NTSB) and represent the highlights from the initial analysis of the available data: mainly
Digital Flight Data Recorder, aircraft components, ATC script and radar.

The A320 aircraft was operating a scheduled flight US1549 from New York, La Guardia airport to
Charlotte, Virginia on 15th January 2009, when the aircraft ditched on the Hudson river shortly
after take-off at 15:30 local time.

The aircraft performed a normal flex take-off in slats/flaps configuration 2 from La Guardia airport
with the co-pilot as Pilot Flying.

At time T0, soon after the aircraft was in clean configuration at an airspeed of about 210kts, both
engines suffered a simultaneous and sudden loss of thrust at about 3000ft pressure altitude. The
engines N1 decreased abruptly to 35% and 15% on engines 1 & 2 respectively. This sudden and
simultaneous loss of engine thrust is consistent with the reported bird strike on both engines and
also with the initial observations from the remaining engine 2. (Recovery of engine 1 being still in
progress).

The captain took immediately control of the aircraft making smooth nose-down pitch inputs to
maintain the airspeed at about 200kts.

At approximately T0+20 sec, the crew changed the aircraft heading towards the Hudson river.

There was no more response from the engine N°2. The engine N°1 continued to deliver a
minimum thrust (N1 around 35%) for about 2 minutes and 20 seconds after T0.

At approximately T0+2min20sec, the crew attempted at about 500ft/200kts a quick relight on
engine 1 without success.

The crew then selected slat/flap configuration 2 which was achieved.

From then on and until the ditching, the heading remained almost constant. The speed decreased
from 200kts to 130kts.

Ditching occurred 3 minutes and 30 seconds after the thrust loss in the following conditions:
- Airspeed was about 130kts (at the Gross Weight, Valpha max is 125kts and Valpha prot is
132kts)
- Pitch attitude was 10 degrees up and bank attitude was at 0 degree.
- Flaps and slats were in configuration 2. Landing gear up

It is to be noted that at all times during the event and up until the ditching, the normal electrical
supply (AC and DC buses) and all three hydraulic systems were fully operational and the flight
control law remained in Normal law.


In line with ICAO Annex 13 International convention, the US NTSB (National Transportation
Safety Board) continues the investigation assisted by Accredited Representatives from the
French BEA (Bureau d'Enquêtes et d'Analyses) as State of aircraft manufacturer. Airbus
continues to support the NTSB investigation with advisors on-site and in the various investigation
working groups.

Airbus has no specific recommendations at this stage. Should there be the need for
recommendation as a result of the investigation, operators will be notified accordingly

Claude, Globule et mon neveu Michel ne recoivent plus la newletter. On va tacher d'y remédier.
Yvan