Bonin yields the controls, and Robert finally puts the nose down. The plane begins to regain speed. But it is still descending at a precipitous angle. As they near 2000 feet, the aircraft’s sensors detect the fast-approaching surface and trigger a new alarm. There is no time left to build up speed by pushing the plane’s nose forward into a dive. At any rate, without warning his colleagues, Bonin once again takes back the controls and pulls his side stick all the way back.

02:14:23 (Robert) Damn it, we’re going to crash… This can’t be happening!

02:14:25 (Bonin) But what’s happening?

02:14:27 (Captain) Ten degrees of pitch…

Exactly 1.4 seconds later, the cockpit voice recorder stops.

On June 1, 2009, 228 souls were lost in the worst accident in the history of Air France, the deadliest commercial airline accident since 2001, and the deadliest in French aviation.

See also: The Last Four Minutes of AF447 and What Happened to Air France 447?

Four hours later, Purcell was up with the sun, and by late morning he was on deck with the crew, watching the Remus bob in the distance. A little after 1 p.m., they pulled the sub onboard and attached two thick cables to upload its data into the computers in the mission-control room. They drew the curtains around the room, so nonscientific crew members could not see in, and yanked the satellite uplink offline, so no one could leak the news. Then they crowded around the computer monitor as the first images of Flight 447 came onscreen: engines, landing gear and sections of fuselage, all unmistakably vivid on the ocean floor. But as they turned the satellite back on and began sending the first photos to air-crash investigators in France, the deeper implications of their discovery were just beginning to surface.

On Air New Zealand’s new 777:

When the so-called “friendly skies” are mentioned, a few airlines in particular come to mind: Virgin America, Singapore Airlines and Qantas, for starters. Starting today, you can safely include Air New Zealand in that discussion. In a bid to turn long-haul international travel on its head, the outfit has today revealed a freshly outfitted Boeing 777 with a coach cabin that easily puts every coach cabin found in the US to shame. Designed by Recaro, the world-class coach area includes 11 rows of Skycouches that can actually fold flat in order to create (admittedly short) beds for two. The best part? The “third seat” in the row will only cost a couple 50 percent of what it normally would, making it somewhat more affordable to buy a bed without springing for first class. You’ll also find power sockets, USB ports and iPod connectors in every single coach seat, leaving the plane a Gogo-module away from being absolutely perfect.

(via)

WeHeart.co.uk on this one-of-a-kind luxury hotel for 2:

Sauna, jacuzzi, 24/7 hostess, 3 flat screens, Blu-Ray player…… sounds like a hotel suite and half hey? What about the Cold War-era cockpit? Yep, you heard correctly… Cold War-era cockpit! Serving as a restaurant for 15 years following German reunification, this 1960, 120 seater plane, that was once an East German government vehicle serving the likes of Erich Honecker, is now a full-on luxury hotel suite, grounded at Teuge Airport. The clean, modern white interiors and luxury facilities installed by Dutch company Hotelsuites.nl mean that the past can easily be forgotten, however stepping into the untouched cockpit offers a real glint of excitement… if that’s not enough however, parachute jumps or stunt plane rides can also be arranged. In search of something truly unique? This has to be it.

U.S. DEPARTMENT OF HOMELAND SECURITY
Transportation Security Administration

Aviation Security Directive

Subject: Security Directive
Number: SD 1544-09-06
Date: December 25, 2009

EXPIRATION: 0200Z on December 30, 2009

This Security Directive (SD) must be implemented immediately. The measures contained in this SD are in addition to all other SDs currently in effect for your operations.

INFORMATION: On December 25, 2009, a terrorist attack was attempted against a flight traveling to the United States. TSA has identified security measures to be implemented by airports, aircraft operators, and foreign air carriers to mitigate potential threats to flights.

APPLICABILITY: THIS SD APPLIES TO AIRCRAFT OPERATORS THAT CARRY OUT A SECURITY PROGRAM REGULATED UNDER 49 CODE OF FEDERAL REGULATIONS (CFR)1544.101(a).

ACTIONS REQUIRED: If you conduct scheduled and/or public charter flight operations under a Full Program under 49 CFR 1544.101(a) departing from any foreign location to the United States (including its territories and possessions), you must immediately implement all measures in this SD for each such flight.

1. BOARDING GATE

1. The aircraft operator or authorized air carrier representative must ensure all passengers are screened at the boarding gate during the boarding process using the following procedures. These procedures are in addition to the screening of all passengers at the screening checkpoint.

1. Perform thorough pat-down of all passengers at boarding gate prior to boarding, concentrating on upper legs and torso.
2. Physically inspect 100 percent of all passenger accessible property at the boarding gate prior to boarding, with focus on syringes being transported along with powders and/or liquids.
3. Ensure the liquids, aerosols, and gels restrictions are strictly adhered to in accordance with SD 1544-06-02E.

2. During the boarding process, the air carrier may exempt passengers who are Heads of State or Heads of Government from the measures outlined in Section I.A. of this SD, including the following who are traveling with the Head of State or Head of Government:

1. Spouse and children, or
2. One other individual (chosen by the Head of State or Head of Government)

3. For the purposes of Section I.B., the following definitions apply:

1. Head of State: An individual serving as the chief public representative of a monarchic or republican nation-state, federation, commonwealth, or any other political state (for example, King, Queen, and President).

2. Head of Government: The chief officer of the executive branch of a government presiding over a cabinet (for example, Prime Minister, Premier, President, and Monarch).

2. IN FLIGHT

1. During flight, the aircraft operator must ensure that the following procedures are followed:

1. Passengers must remain in seats beginning 1 hour prior to arrival at destination.
2. Passenger access to carry-on baggage is prohibited beginning 1 hour prior to arrival at destination.
3. Disable aircraft-integrated passenger communications systems and services (phone, internet access services, live television programming, global positioning systems) prior to boarding and during all phases of flight.
4. While over U.S. airspace, flight crew may not make any announcement to passengers concerning flight path or position over cities or landmarks.
5. Passengers may not have any blankets, pillows, or personal belongings on the lap beginning 1 hour prior to arrival at destination.

AIRCRAFT OPERATOR ACKNOWLEDGMENT: The aircraft operator must immediately provide written confirmation to its assigned PSI indicating receipt of this SD.

AIRCRAFT OPERATOR dissemination required: The aircraft operator must immediately pass the information and directives set forth in this SD to all stations affected, and provide written confirmation to its PSI, indicating that all stations affected have acknowledged receipt of the information and directives set forth in this SD. The aircraft operator must disseminate this information to its senior management personnel, ground security coordinators, and supervisory security personnel at all affected locations. All aircraft operator personnel implementing this SD must be briefed by the aircraft operator on its content and the restrictions governing dissemination. No other dissemination may be made without prior approval of the Assistant Secretary for the Transportation Security Administration. Unauthorized dissemination of this document or information contained herein is prohibited by 49 CFR Part 1520 (see 69 Fed. Reg. 28066 (May 18, 2004).

APPROVAL OF ALTERNATIVE MEASURES: With respect to the provisions of this SD, as stated in 49 CFR 1544.305(d), the aircraft operator may submit in writing to its PSI proposed alternative measures and the basis for submitting the alternative measures for approval by the Assistant Administrator for Transportation Sector Network Management. The aircraft operator must immediately notify its PSI whenever any procedure in this SD cannot be carried out by a government authority charged with performing security procedures.

FOR TSA ACTION ONLY: The TSA must issue this SD immediately to the corporate security element of all affected U.S. aircraft operators.

FOR STATE DEPARTMENT: Retransmittal to appropriate foreign posts is authorized. Post must refer to STATE 162917, 201826Z Sep 01, Subject: FAA Security Directives and Information Circulars: Definitions and Handling, for specific guidance and dissemination.

Gale Rossides
Acting Administrator

(via)

Jean-Paul Troadec, the head of the the Investigation and Analysis Bureau, said that the search for the Air France flight 447 data recorders will resume in February 2010.

As we all know, the Airbus A330 crashed into the Atlantic Ocean on June 1 on a flight from Rio de Janeiro to Paris. About 1,000 pieces of the plane were recovered and only 51 bodies out of the 228 who were on board. What we don’t know for a fact is why the plane went down. The only way that this question with absolute certainty is if the data recorders are recovered and analyzed.

The search area for this new search will be about 30 miles long.compared to the 90 previous search area. The new search will cost about 10 million euros ($14.2 million) and will be paid by both Air France and Airbus.

The Times reported airlines based in the United States said the TSA sent a memorandum today outlining new security measures due to the recent in-flight activities of two Nigerians en route to Detroit.

International travelers were also told that they could not leave their seats for the last hour of a flight, during which time they also could not use a pillow or blanket. They were also limited to one piece of carry-on baggage, including a purse or briefcase, and that piece had to be stowed in an overhead compartment for the last hour of a flight.

Airlines were ordered to turn off in-flight entertainment systems with maps showing a plane’s location, and pilots and flight crews were told not to make comments about cities or landmarks below the flight path.

I never minded turbulence, but this is fascinating technology. Boeing’s new 787:

One of the more innovative passenger comfort systems on the 787 is the computer-controlled turbulence-reduction system.

Boeing claims the Smoother Ride Technology will provide an eight-fold reduction in the number of people experiencing motion sickness. Sensors throughout the airplane detect subtle changes in air pressure indicative of turbulence and direct the fly-by-wire flight controls to move flaperons on the wings to counter the vertical motion. It won’t eliminate all the bumps, but Boeing says it will work especially well on the moderate turbulence that causes most airsickness.

A short appreciation of the SR-71 Blackbird, an airplane that was literally faster than a speeding bullet.

“It wasn’t like any other airplane,” he told me. It was terrifying, exciting, intense and humbling every time you flew. Each mission was designed to fly at a certain speed; you always knew the airplane had more. It was like driving to work in a double-A fuel dragster.”

The skin of the plane’s fuselage was a whopping 85% titanium, which was purchased, during the Cold War, from the Soviet Union.

See also SR-71 Disintegrates Around Pilot During Flight Test:

Everything seemed to unfold in slow motion. I learned later the time from event onset to catastrophic departure from controlled flight was only 2-3 sec. Still trying to communicate with Jim, I blacked out, succumbing to extremely high g-forces. The SR-71 then literally disintegrated around us. From that point, I was just along for the ride.

Former CNN anchor Miles O’Brien:

In July 2008, Airbus’ bitter rival Boeing released a “Statistical Summary of Commercial Jet Airplane Accidents” from the dawn of the jet age in 1959 through 2007.

At the time of the study, the A330 still had a flawless record: no fatal accidents in the course of a million departures. A month ago, Air France 447 changed that record – but the airliner remains very safe statistically.

Over the years Airbus A300’s have had three crashes that caused deaths. That equates to a rate of .47 airplanes lost per million departures. The A320 series has had eight fatal crashes – or .23 hulls per million departures. And the A340 has never had a fatal crash.

The record is not as good for the A310 – the model of airplane that plunged into the sea trying to land at the capital of the Comoros Islands – Moroni. It has crashed and killed people eight times now (six times on the event horizon of the Boeing study). That equates to a fatal accident rate of 1.42 airplanes for every million departures.

The infamous – and much maligned – DC-10 crashed with fatalities a dozen times for a rate of 1.36 fatal crashes per million departures.

Dear Ladies and Gentlemen,

The scenario was conducted several times and the results at the end of each scenario produced consistent findings.

In an A330 simulator at FL 350 [35,000 feet] with a gross weight of 210 tonnes in ISA+10, with icing selected, the aircraft approaches a thunderstorm with a high intensity of turbulence. Due to the extreme turbulence, the autopilot disengages. Shortly thereafter a malfunction is selected to block both captain and first officer’s pitot tubes to replicate extreme ice formation.

The airplane reverts to alternate law with protection lost. There is a speed flag on both the captain and fo’s PFD [Primary Flight Display]. The severe turbulence activates repeated stall warnings. Manual thrust is being used at this time. The speed on the standby altimeter is reading 240kts or thereabouts with MACH 0.72. (From the GPS the ground speed is 350 kts or thereabouts. It is very difficult to read the instruments and ECAM warnings [fault and operational warnings].)

Updrafts take the aircraft up to FL 370 and produces a negative G of 0.2. The aircraft then enters severe downdrafts and the rate of descent averages more than 19,000 fpm [feet per minute]. The instinctive reaction is to pull on the stick to arrest the rate of descent. The aircraft shakes and buffets violently. The G force on the [pilot display] reads +5 but the instructor’s panel shows +8. The aircraft breaks up in flight around 20,000 ft.

After several attempts at this with all results being equal one could not see AF447 sending out any distress signals if this is what happened to them.

(via Plane Talking)

At one point during the article, particularly relevant given the news of Air France 447, Langewiesche details a high-altitude, engines-out glide of an Air Transat flight in 2001. It all ended well but for a couple near-death experiences.

Engines-out airline gliding is not a sanctioned category, but records exist nonetheless. The current holder appears to be a Canadian named Robert Piché, who, if not exactly a rebel, seems to be something of a maverick.

The runway ahead was 10,866 feet long. It was outlined in lights. Piché saw that he was high, and put the Airbus through a series of S-turns, like switchbacks, much as some F-4 pilots might have wanted to do when flamed-out, if only they had been allowed. Piché was flying at F-4 speeds or faster, though with descent rates much lower. In the cabin the flight attendants were screaming “Brace! Brace! Brace!” to the terrified passengers. The airplane crossed the runway threshold doing 230 miles an hour, slammed against the pavement about a thousand feet along, bounced back into the air, and floated for another 1,770 feet until Piché goddamned planted that airplane down to stay, and locked the brakes. The planting did not drive the landing gear through the wings, but it was hard enough to wrinkle the fuselage. The locked tires slid for about 400 feet, then abraded and deflated, leaving the airplane to grind to a halt on the ruins of its wheels. It was 6:46 a.m., at the end of a world-record, 20-minute, 34,500-foot, 90-mile, 306-person, engines-out airline glide. The passengers evacuated down the slides. Piché followed, and walked around the airplane. The wheels were destroyed. Jesus Fuck Me Mother Mary.

Now here is a key point to remember: as systems fail in an Airbus, the laws that the computers live by change from “normal”, to “alternate”, to “abnormal alternate” to “direct”. At each stage the computers surrender more authority to the humans – until finally silicon surrenders and the carbon pilots are on their own – with no help at all from HAL – at just the point they need him most.

They were in the dark, getting hammered by turbulence, flying blind, by hand, a plane that was designed and built to be controlled by machines – with human supervision.

Stronger, faster and more versatile than the original, the rugged turboprop G-21 Super Goose by Antilles Seaplanes is the ATV of the land, sea, and air. Take off and land on paved runways, dirt strips, grass strips and in water as shallow as 36 inches. The Super Goose has the ability to get you where you need to be.

The G-21 Super Goose is manufactured new from the ground up and updated with the latest in avionics, precision engineering and modern production techniques. This workhorse of the world is powered by proven Pratt & Whitney PT6A turbine engines used around the globe. Antilles Seaplanes … Go Anywhere.

These flying boats are beauties.

The chain of events that led these two airplanes to collide is nothing short of fantastic, which is why Vanity Fair’s author, William Langewiesche, wrote a crash investigator told him “the Devil himself must have been at play.” Think about it: the most advanced avionics ever created — in both cockpits of the $25 million Legacy 600 and the two-week-old Gol Boeing 737 — put these jets on an incredibly precise high-altitude collision course from nearly 2,000 miles apart.

Langewiesche started his piece:

There were so many opportunities for the accident not to happen—the collision between a Legacy 600 private jet and a Boeing 737 carrying 154 people. But on September 29, 2006, high above the Amazon, a long, thin thread of acts and omissions brought the two airplanes together. From the vantage point of the pilots, the Brazilian air-traffic controllers, and the Caiapó Indians, whose rain forest became a charnel house, the author reconstructs a fatal intersection between high-performance technology and human fallibility.

Apparently, the Gol 737 made an evasive bank just seconds before impact, but it wasn’t enough to save the airliner. The 737 and the Legacy 600 struck each other’s wings — missing a nose-to-nose collision by a mere 30 feet, infinitesimal in the vastness of the sky. The Legacy’s five foot tall winglet tore through the center of the 737′s wing essentially tearing it off, which sent the passenger jet into an out-of-control rotating nose dive. Lasting around 45 seconds, the dive put the 154 passengers and crew on 1907 into a horrifying 4 G death spin. Just seconds before crashing into the Amazon rainforest, the Boeing broke into three pieces. All 154 on board were killed. The cockpit voice recording from 1907 at the time of impact with the Legacy is chilling. The collision sounded like a car crash, and the pilots tried to remain calm while a multitude of horns and alarms sounded for the final minute of their lives. 

The Legacy, on the other hand, was severely damaged but the pilots managed to descend and land at a nearby Brazilian Air Force base. All of the seven passengers and crew lived through the mid-air collision, something no one is supposed to survive.

About half-way through the article, the story becomes gripping, especially if you listen to the cockpit voice recordings as you read (skip ahead to 1:23:46 on the N600XL tape). Wikipedia has photographs of the damaged Legacy after its safe landing, as well as a mockup the collision point.