• FAA Seeks $285,000 Civil Penalty Against American Airlines
  
  WASHINGTON -- The Federal Aviation Administration is seeking a
  $285,000 civil penalty against American Airlines for alleged
  violations of federal aircrew rest regulations.   The FAA alleged violations in 38 separate instances during a  15-day period starting August 15, 2000.  In each instance, the FAA alleged American assigned various employees to a flight sequence that, when completed, did not provide the crewmember with at least eight hours of crew rest in the previous 24 hours, as required in federal regulations. Under law, American is subject to a civil penalty not to exceed $11,000 for each violation. American has requested an informal conference to discuss the
  allegations. Announcement of the proposed civil penalty is made in accordance with FAA's policy of releasing information to the public
  on newly issued enforcement actions in cases that involve penalties of $50,000 or more.
  An electronic version of this news release is available via the World Wide Web at: http://www.faa.gov/apa/pr/index.cfm
  
   

• The Most Relevants Events in Aviation in 2000
  
  JANUARY

  We.5^th: Fog delays hundreds of flights at Madrid-Barajas and 30 are cancelled.

  Th.13^th: The Spanish Works Ministry finalises a study for the privatisation of management in 42 Spanish airports.

  At least 23 dead in an airplane crash in Switzerland.

  Boeing buys Hughes, the biggest builder of commercial satellites, for 600,000 million pesetas.

  Sa.22^nd: Spanish Airports (AENA) comes to an agreement for the salary revision for 1999 and 2000.

  Su. 30^th: The President of the Madrid Community, Alberto Ruiz-Gallardón, proposes that management of Spanish Airports be transferred to the Commerce Chambers.

  A Kenyan Airways Airbus 310 crashes into the sea at Ivory Coast with 180 passengers aboard.

  Mo.31^st: An airplane with 70 persons aboard falls into the sea at California’s coast.

  FEBRUARY

  Su.6^th: A highjacked Afghan airplane takes off from Moscow (Russia) headed for some point in Western Europe.

  Th.10^th:  More than 17,000 technicians at Boeing start an “indefinite” strike.

  Mo.14^th: The airports of Madrid-Barajas and Barcelona-El Prat are among Europe’s most unpunctual in 1999.

  Mo.21^st: Iberia’s President blames the chaos in air traffic on bad governmental management.

  MARCH

  We.1^st: The Spanish Government will privatize 49% of airports management.

  Tu.7^th: The Labor Ministry denies TWA permission for job cuts for its personnel in Spain.

  Fr.10^th: The president of British Airways resigns in the midst of strong criticism for the company’s losses.

  We.22^nd: A Spanish Airforce  “Spy” plane with a crew of seven crashes at Guadalajara.

  APRIL

  Fr.14^th: The delays at Madrid-Barajas and the traffic jams due to bad weather upset thousands of traveler’s plans on Easter vacation.

  Tu.18^th: At least 126 dead after a passenger plane falls in the Philippines.

  Th.20^th: Brussels calls for measures for excessive overbooking in airplane tickets.

  MAY

  Tu.2^nd: The trial of two Libyans for the Lockerbie bombing commences in Holland.

  Th.11^th: Iberia and 10 other airlines create the largest Travel Agency in Europe through Internet.

  JUNE

  Th.1^st: Iberia announces a ticket rise if the high oil prices persists.

  We.7^th: British Airways and KLM take a step forward in the creation of a single airline.

  Th.15^th: British Aerospace cuts back 3,800 employees in the United Kingdom due to the acquisition of Marconi.

  Fr.16^th: Brussels proposes the reimbursement of tickets for delayed flights.

  Sa.17^th: European Air traffic chaos due to a computer breakdown at London control center.

  Tu.20^th: Alvarez Cascos announces that Madrid-Barajas will be closed in 2015.

  Fr.23^rd: Airbus launches its giant airplane, the A380, in competition with Boeing.

  Mo.26^th: Air traffic controllers strike in France causes an air chaos in Europe.

  JULY

  Tu.25^th: A Concorde in flames crashes when taking off at Paris (France) causing 113 deaths.

  Fr.28^th: More evidence supports the hypothesis that the landing gear is at fault in the Concorde accident.

  Mo.31^st: The investigating commission cannot establish the causes of the Concorde crash.
  
  AUGUST 

  Th.10^th: A wheel overrunning a piece of metal on the runway is the cause of July’s Concorde accident.

  Tu.15^th: British Airways suspends all of its Concorde flights.

  We.16^th: Concords will not fly again until all security problems are revised.

  We.23^rd: 143 Airbus passengers die when it crashes in the Persian Gulf.

  SEPTEMBER

  Mo.4^th: Air France advises that Concords will not be able to fly until April 2001.

  Tu.5^th: The President of Iberia announces that the company shall be quoted on the stock exchange in November.

  Th.14^th: SEPI segregates the value of Amadeus from Iberia in order to obtain 100,000 million pesetas.

  Tu.19^th: One body and nine survivors are rescued near Florida after a Cuban airplane plummets into the sea.

  Th.21^st: The segregation of Amadeus threatens Iberia’s stock exchange plans.

  OCTOBER

  Sa.21^st: A power outage causes chaos and delays to thousands of passengers at Palma de Mallorca’s airport.

  We.25^th: SEPI negotiates exchanging 10% of Iberia’s capital for Air Europa.

  Tu.31^st: Hundreds die when a Boeing 747 crashes at Taiwan.

  NOVEMBER

  We.1^st: A total of 48 dead when a plane crashes while flying over Angola.

  Tu.14^th: Prince Phillip inaugurates Bilbao Airport’s new terminal building.

  DECEMBER

  Fr.15^th: The new distribution of power in both companies’ delays merger plans between Iberia and Air Europa.
   
  

  Click here for spanish version
  
  
  

• U.S. Civil Aviation Statistics for Year 2000 show Decrease in Accidents but Increase in Fatalities
  
  Washington, D.C. - The National Transportation Safety Board today released statistics showing that U.S. civil aviation accidents in the year 2000
  decreased to 1,975 from 2,053 the previous year, while the number of fatalities increased from 697 to 748.
  
  The Safety Board reported that 92 persons were killed in accidents involving U.S. air carriers operating under 14 CFR 121 (generally aircraft
  with 10 or more seats or large cargo airplanes).  These included:  the 88 persons who died in the crash of Alaska Airlines flight 261 off the coast of California on January 31; the three crewmembers of an Emery WorldwideAirlines' DC-8 that crashed, February 16, near Sacramento, CA; and an American Airlines flight attendant who was fatally injured during an
  emergency evacuation, on November 20, in Miami, FL. 
  
  There were 49 accidents involving Part 121 scheduled carriers, up one from the previous year, although the accident rate for this category per 100,000 departures decreased from 0.449 to 0.440.
  
  No fatalities were reported for charter airlines operating under 14 CFR 121. The number of accidents increased from four in 1999 to five in 2000; the accident rate per 100,000 departures went from 0.979 to 1.131.
  
  There were five fatalities in Part 135 scheduled airline service in 2000, down from 12 in 1999.  The accident rate per 100,000 departures dropped to 1.231 from 1.546.
  
  Air taxis reported an increase to 80 accidents in 2000 from 73 the year before, with the number of fatalities at 71 almost double the total for
  1999.  The accident rate per 100,000 hours increased to 3.29 from 3.23.
  
  Accidents involving U.S. general aviation aircraft (virtually all except Part 121, Part 135 and military aircraft) fell to 1,835 from 1,913 in 1999.
  Fatal accidents decreased by one in 2000 to 341, with the number of fatalities also falling to 592 from 630.   The general aviation accident
  rate per 100,000 flight hours in 2000 decreased to 5.96 from 6.49 the previous year.
  
  Foreign registered aircraft accounted for 11 accidents in the U.S. in 2000, with eight fatalities.  The previous year's report showed a total of six
  accidents with no fatalities.
  
  Additional details on 2000 aviation accident rates, including NTSB tables 1-11, are available on the NTSB web site http://www.ntsb.gov/aviation/Stats.htm
  
  

• Just Planes.Com "Fly On The Cockpit Videos"
  

  Do you want to feel the complete sensation of flying on board the best Airliners all over the world? Want to feel the complete sensation of these flights from all points of views? Just Planes.Com impressive videos do that for you. You'll be taken from the Terminal, to the plane, to the passenger cabin and, of course..., to the cockpit to be sitting behind the Pilot and the First Officer. Then you'll be taking off with them from the cockpit front view.
  
  We have tested two of these videos and our impressions cannot be better: 
  Flight on board Varig Boeing 737-300 to a lot of Brazilians Airports and a lot of flights in a Caravelle Hs748 from Gabon Express Airline, a really amazing video recorded in that African country. Departures and landing while your sitting in front of the cockpit and having the same sensation the Captain and First Officer feell when in this departures and landings and when reach cruise altitude. We, at Avion Magazine.Com, have enjoy the sensation too of listenint the real Control Tower, Departure and Aprox controller voices monitoring the flights from the begining to the end. Varig 737-300 Video, include the essentials of the flights from
  Sao Paulo-RioJaneiro-Salvador-Aracaju-Maceio-Recife-Maceio-Aracaju-Salvador-Rio de Janeiro-Brasilia. In every of these flights the camera follows the main stages of the flights. Just after the takeoff, where the camera in focusing onward, it focus on the left view and right view from the copckpit in a way that you really develope the sensation you are siting on the actual Boeing 737-300 cockpit. A good adquisition, we think, to all the aviations lovers and, of course, to all the flightsimmers lovers too. Just Planes.Com offers too a complete series from several points of view of the Aviation lovers needs:  International Airports series, US Airports, Flight In the Cockpit, and World Air Routes. 
  Check Just Planes.Com Site if you want to order your video www.justplanes.com
  

• Airline crew suffer radiation damage
  (Paris)
  Danish Scientits suspect cosmic radiation causes chromosome damage to long-haul airline crew, possibly making them more susceptible to leukemia, the British medical weekly, The Lancet, reports.

  The Institute of Cancer Epidemiology in Copenhagen last year reported a relatively high incidence of leukemia and other cancers among pilots and other crew who flew long-range routes at high altitudes.

  Taking the research further, the same team say they have pinpointed genetic changes or flaws among aircrew with leukemia or a bone-marrow condition that appears to be a precursor of the disease.

  The abnormalities were spotted in the "long arm" chromosome 7 among 12 out of 26 aircrew who had been treated for leukemia or the precursor condition, myelodysplasia. That rate compares with only 81 abnormalities out of 761 leukemia or myelodysplasia cases in the general public.

  "Our results indicate that deletions or loss of the long arm of the chromosome 7 in myelodysplasia and acute myeloid leukemia could be an indicator of previous exposure to ionising radiation," the team say. They call for further research to confirm the apparent link.

  Exposure to cosmic radiation - high-frequency energy washes around space, partly as a result from the "big bang" that is believed to have created the universe - is filtered by the earth's atmosphere. However, the filtering effect lessens the higher one travels. For the general public, the risk is minimal, however. Cosmic radiation accounts for only eight per cent of their total source of radiation, according to the US Environmental Protection Agency.
  

  Click here for spanish version

• Airbus Launches 21st Century A380 Jetliner
  

  At a Supervisory Board meeting held in Toulouse on december 19, the Airbus shareholders - EADS and BAE SYSTEMS - officially approved the launch of the A380, formerly known as the A3XX. This decision heralds a new era in the history of flight, with the introduction into service of the world’s 21st century jetliner in early .
  
  Totalling 50 orders and 42 options from six world-renowned customers spread across five continents (Air France, Emirates, International Lease Finance Corporation, Qantas, Singapore Airlines and Virgin Atlantic), Airbus’ launch base for the A380 meets the criteria set by the company’s shareholders when they agreed to the commercial launch of the programme only six months ago.
  
  Commenting on the decision, Airbus Chairman of the Supervisory Board, Manfred Bischoff said: “Airbus has a new flagship. This is a major breakthrough for Airbus as a full range competitor on world markets. We are convinced that this aircraft will have a bright and extremely successful future. It will be proof of the outstanding capabilities and skills of Europe’s aerospace industry and represents a completely new generation of technology in the field of aircraft manufacturing and air travel. I am personally very proud and happy to give the go-ahead for a project that I fought for since 1989”.
  
  Airbus Chief Executive Officer, Noël Forgeard, added that Airbus was delighted to have met the launch criteria so quickly. “This decision crowns the efforts of all those who have worked so hard on the project for the last four years, and in particular the 20 airlines and 50 airports, the Airworthiness Authorities, engine manufacturers, suppliers, industrial partners, and, not least, our shareholders and all the Airbus staff, whose dedication helped shape the programme and bring it to fruition. I would like to thank them all heartily, and to extend my warmest congratulations to our six launch customers. We are now fully committed to delivering on all counts, and very much look forward to continuing our collaboration with those concerned, and, of course, with many newcomers in the years to come.”
  
  The A380 will offer all the advantages of a completely new design while retaining commonality with the existing Airbus aircraft family. Built to the latest and most stringent certification requirements, the A380 will embody the most advanced technologies, providing 15 to 20 per cent lower operating costs than the largest aircraft flying today, 10 to 15 per cent more range, and, with the most spacious cabin, 35 per cent more seating and 49 per cent more available floor space.
  
  Detailed design and manufacture of the A380 relies on Airbus centres of excellence around Europe, as well as on industrial partnerships with – so far – nine world-class companies. Airbus has also signed agreements with Rolls-Royce and The Engine Alliance (a joint venture between General Electric and Pratt & Whitney) for the development of the A380’s engines.
  
  Complete aircraft sections manufactured in France, Germany, Spain and the United Kingdom will be delivered to Toulouse, France, for structural assembly, final equipping (including engine installation) and production test flights. An appropriate surface transportation system has been selected for this portion of the assembly process. The aircraft will then fly to Hamburg, Germany, for cabin furnishing, cabin systems installation, customisation and painting. Deliveries to customers in Europe and the Middle East will be made from Hamburg, while all other customers will take delivery of their aircraft from Toulouse.
  
  Several European governments have indicated their intention to invest in the A380 programme. Government commitments are expected to follow the signature on industrial agreements in 2001.
  

• FAA Announces Winner of 2000 Excellence in Aviation Award
  Washington DC
  The Federal Aviation Administration (FAA) has announced the selection of Dr. Christopher Wickens, of the University of Illinois Institute of Aviation, as the winner of this year's Excellence in Aviation Award for his continued contributions in aviation research and education.
  
  "For more than thirty years, Dr. Wicken's work in aviation human factors has supported our mission and the nation's aviation goals through his applied aviation research activities," said.
  
  FAA's Associate Administrator for Research and Acquisitions Steve Zaidman. "Working with both government and industry, he has made valuable contributions in aircraft flight operations, flight training, simulation technology, and aviation education."
  
  Professor Wickens currently is the head of the Aviation Research Laboratory at the University of Illinois. His primary research interests focus on the relevance of principles and theories of human attention to the design of complex systems, particularly aviation systems, with which humans much interact.
  
  He has authored or co-authored seven textbooks, 146 articles or book chapters, 152 technical reports, 200 publications from professional meetings and presentations, and has given 75 symposia or invited presentations. In 1997 and 1998, as chair of the FAA's Panel on Human Factors in Air Traffic Control Automation, he co-authored Flight to the Future: Human Factors in Air Traffic Control and The Future of Air Traffic Control: Human Operators and Automation, published by the National Academy of Science.
  
  "Professor Wickens' groundbreaking research in aviation human factors has made significant safety contributions to both military and civil aviation," said Assistant Director for Academic Affairs at the University of Illinois - Institute of Aviation Tom Emanuel. "He is a key example of the dedication and ongoing contributions to aviation being made by our faculty and students. This prestigious award is a tribute to our commitment to enhance aviation safety and efficiency through continued research and development."
  
  The Excellence in Aviation designation is a highly competitive, non-monetary award presented annually to individuals and/or institutions following an evaluation of documentation which clearly shows how their research benefits the aviation community today. Through this award, the FAA formally recognizes significant accomplishments as a result of aviation-related research efforts. This special distinction is intended to augment the ability of the government to recognize superior research efforts and to highlight benefits of such activities.
  

• Lawyers Are Still Here Againts Airlines
  An Australian law firm is considering legal action against four major airlines it said had failed to warn passengers of the potential dangers of "economy class syndrome". 
  
  Law firm Slater and Gordon said it would seek talks with British Airways Plc, Qantas Airways Ltd, Air France and Air New Zealand before deciding how to proceed on behalf of about ten people who say they suffered blood clots after long flights.
  
  "We may issue a number of class actions against the airlines or issue individual actions," Slater and Gordon lawyer Paul Henderson said.
  
  Australian carrier Qantas would not comment directly on the class action but said it had been advising passengers for some time about how to avoid possible flight-related health risks.
  
  "We have for over ten years included in our in-flight magazine advice on how to exercise while seated and also advice on just getting up occasionally and moving about the cabin," Qantas in-flight services general manager Paul Miller told Australian Broadcasting Corporation radio. 
  Air New Zealand also said it had no comment while the other two airlines have yet to comment publicly.
  
  Henderson said the action could expand to include more airlines and more than 100 litigants after media reports that his firm was planning action.
  "We've had well over 100 clients contact us in the past 24 hours," Henderson said.
  "This could potentially involve any airline running flights to and from Australia."
  He said each potential litigant would likely seek damages of at least £18,000, though the amount sought could vary according to the severity of the illness. 
  "If the person suffered paralysis and loss of economic welfare, then it could potentially be hundreds of thousands of dollars," Henderson said.
  
  Deep-vein thrombosis grabbed international attention in October when a 28-year-old British woman, Emma Christoffersen, died after a 20-hour flight from Australia to Britain.
  The condition is commonly called "economy class syndrome" because the risks of developing paralysis or potentially fatal blood clots are created by immobility and cramped seating such as that found in cheaper airline seats.
  The ten passengers in the possible class action say they were not informed properly about the possibility of developing deep-vein thrombosis while on long flights.
  Henderson said each of the original ten claimants had been hospitalised with blood clots after taking long flights. 
  A British parliamentary committee said in November that airlines should warn passengers of the risks of developing blood clots from long flights, although it noted cramped seating conditions could happen in any cabin class.
  It also acknowledged that "economy class syndrome" was in scientific dispute and more research was needed for firm conclusions to be drawn. 
  
  

• Air France Concorde Voice Data Recorder: Accident Full transcription

Legenda
CAM-1= Voice identified as Captain
CAM-2= Voice identified as First Officer
CAM-3 = Voice identified as Engineer
RDO- = Radio transmission
CTL = Charles de Gaulle Control
ARFF = Fire brigade
VHF-? = Unknown source from radio
(*)= Unclear words
green= English translation

16.42:17.00	CTL	Air France quarante-cinq quatre-vingt-dix piste vingt-six droite vent zéro quatre-vingt-dix huit noeuds autorisé décollage. Air France forty-five ninety, cleared for takeoff runway 26 right, wind zero ninety, eight knots.
16.42:21.16	RDO-2	Quarante-cinq quatre-vingt-dix décolle vingt-six droite. Forty-five ninety, cleared for takeoff 26 right.
16.42:23.07	CAM	[sound of a switch]
16.42:24.21	CAM-1	Est ce que tout le monde est prêt Is everyone ready?
16.42:25.19	CAM-2	Oui Yes
16.42:26.00	CAM-3	Oui Yes
16.42:26.15	CAM-1	Vers cent V un cent cinquante Towards hundred V1 onehundred and fifty
16.42:28.19	CAM-1	(*)
16.42:30.11	CAM	[sound of a switch]
16.42:31.00	CAM-1	Top
16.42:31.07	CAM	[Change of background noise: similar to engines increasing power]
16.42:35.08	VHF-?	Vas y Christian Go on Christian
16.42:43.08	CAM-3	On a quatre réchauffes. We have four heated up.
16.42:47.13	CAM	[sound of a switch]
16.42:54.16	CAM-2	cent noeuds Hundred knots.
16.42:55.03	CAM	[sound]
16.42:55.13	CAM-1	Vérifié Confirmed.
16.42:57.00	CAM-3	Quatre vertes Four green.
16.43:03.17	CAM-2	V un Vee one.
16.43:07.00	CAM	[Low-frequency noise]
16.43:10.02	CAM	[sound]
16.43:11.00	CAM	[Change of background noise]
16.43:11.22	CAM-1	(*)
16.43:13.00	CAM-2	‘ttention Watch out.
16.43:13.09	CTL	Concorde zéro quarante-cinq quatre-vingt-dix vous avez des flammes (*) vous avez des flammes derrière vous Concorde forty-five ninety you have flames (*) you have flames behind you.
16.43:13.20	CAM	[end of change of background noise]
16.43:16.03	VHF-?	(*) droite. (*) right.
	CAM	[sound of a switch]
16.43:16.10	CAM-3	(stop)
16.43:18.20	RDO-2	Bien reçu Roger.
16.43:20.11	CAM-3	Panne mot panne moteur deux Number two engine failure.
16.43:21.08	CAM	[2 sounds of switches: similar to the Throttle Control Unit changing from manual to alternate]
16.43:22.21	CAM	[ringing sound of fire alarm]
	VHF-?	ça brûle bien hein It's burning badly, huh.
16.43:23.13	CAM	Gong
16.43:24.20	CAM-3	Coupe le moteur deux. Shut down engine number two.
16.43:25.19	CAM-1	Procédure feu réacteur. Engine fire procedure.
16.43:26.05	CAM	[sound of a switch]
16.43:26.19	CAM	[end of fire alarm]
16.43:27.04	CAM-2	Attention. Watch out.
16.43:27.12	CAM-2	Le badin le badin le. The airspeed the airspeed.
	CAM	[sound of a switch]
16.43:28.05	CAM-2	badin Airspeed.
	CAM	Gong
16.43:28.17	VHF-?	ça brûle bien et je suis pas sur que ça vienne du moteur. It's burning badly and I'm not sure it's coming from the engine.
16.43:29.08	CAM	[sound of a switch: similar to fire extinguisher handle being activated]
16.43:30.00	CAM-1	train sur rentré Gear on the way up.
16.43:31.15	CTL	Quarante-cinq quatre-vingt-dix vous avez de fortes flammes derrière vous. Forty-five ninety you have strong flames behind you.
16.43:32.14	CAM	[alarm: similar to toilet smoke alert]
16.43:34.12	VHF-?	[start reception of Middle Marker]
16.43:34.17	RDO-2	Oui bien reçu. Yes roger.
16.43:35.13	CAM-3	Le train non. The gear doesn't.
16.43:37.00	CAM	Gong
16.43:37.08	CTL	Donc faite à votre convenance vous avez la priorité pour le retour sur le terrain. So, at your convenience, you have priority to return for landing.
16.43:37.18	CAM-3	Train The gear.
16.43:38.10	CAM-2	Non. No.
16.43:38.12	CAM	[2 sounds of switches]
16.43:39.00	CAM-1	(train) rentre. (The gear) coming up.
16.43:41.04	RDO-2	Bien reçu. Roger.
16.43:42.07	CAM	[ringing sound of fire alarm]
16.43:43.00	CAM	Gong
16.43:44.17	CAM	[3 sounds of switches]
16.43:45.16	CAM-2	(J’essaye) (I'm trying).
	CAM-3	Je percute. (I'm hitting).
16.43:46.08	CAM-1	(est ce que) tu coupes le réacteur deux là. (Are) you shutting down engine two.
		[end of toilet smoke alert]
16.43:48.04	CAM-3	J’ai coupé. I've shut it down.
16.43:49.07	VHF-?	[end reception of Middle Marker]
16.43:49.22	CAM-2	le badin. Airspeed.
16.43:53.00	CAM	[sound of a switch]
16.43:54.19	CAM	[end of fire alarm]
16.43:56.17	CAM-2	Le train ne rentre pas. The gear won't retract.
16.43:58.15	CAM	[ringing sound of fire alarm]
16.43:59.03	CAM	whoop whoop pull up [GPWS]
16.43:59.09	CAM	Gong
16.44:00.14	CAM	whoop whoop pull up [GPWS]
16.44:00.17	CAM-2	Le badin. Airspeed.
16.44:02.00	CAM	whoop whoop pull up [GPWS]
16.44:03.00	ARFF	De Gaulle tour du pompier leader. De Gaulle tower from fire service leader.
16.44:05.04	CTL	Pompier leader euh... le concorde je ne connais pas ses intentions mettez vous en position près du doublet sud. Fire service leader, uh ... the Concorde, I don't know its intentions, get yourself in position near the south doublet.
16.44:10.13	CAM	[sound of a switch]
16.44:12.00	CAM-1	(*)
16.44:13.05	ARFF	De Gaulle tour du pompier leader l’autorisation pour pénétrer sur la vingt-six droite. De Gaulle tower from fire service leader authorisation to enter twenty-six right.
16.44:14.15	CAM-2	Le Bourget Le Bourget.
16.44:16.12	CAM-1	(trop tard). (Too late).
16.44:18.02	CTL	Pompier leader correction le concorde retourne sur la piste zéro neuf en sens inverse. Fire service leader, correction, the Concorde is returning to runway zero nine in the opposite direction.
16.44:19.19	CAM-1	(pas l’temps non) (No time, no).
16.44:22.19	RDO-2	Négatif on essaye Le Bourget. Negative, we're trying Le Bourget.
16.44:24.18	CAM	[sound of a switch]
16.44:25.02	CAM	[sound of a switch]
16.44:25.11	CAM	[sound of a switch]
16.44:26.04	CAM	[sound of a switch]
16.44:26.10	CAM-2	(non). (No).
	ARFF	De Gaulle tour du pompier leader vous pouvez me donner la situation du concorde là. De Gaulle tower from fire service leader, can you give me the situation of the Concorde.
16.44:27.13	CAM	[sound of a switch and other sounds: similar to objects being moved]
16.44:29.00	CAM-1	(*)
16.44:30.00	CAM-1	(*)
16.44:30.18	CAM-1	(*)
16.44:31.16		end of recording

• Singapore 747 Voice Data Recorder: trancription of the accident

Legenda
CPT= Voice identified as Captain
F/O= Voice identified as First Officer
SQ6= Radio transmission of SQ 006
TWR= Tower controller

23.15.18	Tower	SQ6, runway 05L, Wind 020 at 28 Gust to 50. Cleared for takeoff.
23.15.26	SQ 006	Cleared for take off runway 05L SQ6.
23.16.19	CPT	We can see the runway, not so bad. OK! I'm going to put it to high first.
23.16.51	F/O	80 knots.
23.16.52	CPT	OK. My control.
23.17.08	F/O	V One.
23.17.12	CPT	Shut! Something there.
23.17.13		Sound of first collision.
23.17.14	CPT	(Unintelligible)
23.17.14		Sound of crash
23.17.18		End of recording

• Taiwan investigators detail Singapore Airlines 747 crash

(Air Disaster.Com) Taiwan (AP) - Investigators probing last week's deadly Singapore Airlines crash provided the most detailed description yet of how the jumbo jet burst into flames and broke apart while speeding down a closed runway littered with construction material. Seconds after the Los Angeles-bound Boeing 747-400 began its takeoff, a front wheel hit a concrete barrier, then the jetliner slammed into a construction crane that peeled open the plane's belly, said David Lee, an investigator with Taiwan's Aviation Safety Council. ``Bodies just began to fall out,'' Lee said as he led the first media tour of the crash site, strewn with soiled shirts from the luggage, children's jackets, and pink and purple Singapore Airlines socks. The Oct. 31 nighttime crash killed 82 of the 179 people aboard Flight SQ006. Dozens were injured, most with serious burns. Investigators have not been able to explain why the pilot took off on the closed runway, which ran parallel to the airstrip he was supposed to use. The probe is focusing on whether the closed runway was improperly lit, inviting the pilot to make his fatal choice during a storm brought by an approaching typhoon.

Air Disaster.Com

• Concorde "could fly again by spring"

(BBC NEWS) British Airways plans to resume services in March or April Concorde could be back in the air by spring, according to Britain's aviation authority. British Airways (BA) has announced plans to resume services in March or April after working on safety modifications. A spokeswoman for the Civil Aviation Authority (CAA) said on Sunday that the supersonic plane could "quite possibly" fly again by the spring. BA and Air France fleets were grounded in July when 113 people were killed as the Air France Concorde crashed shortly after leaving Charles de Gaulle airport in Paris. The CAA has been meeting regularly with BA since the crash to discuss manufacturing modifications that would allow the regulatory body to reinstate Concorde's certificate of airworthiness. The spokeswoman said the meetings were progressing well and BA would receive the safety certificate "provided we are happy with the modifications and they're put through production and tested". BBC NEWS

• Portable Telephones dangerous interferences in Aircraft in deep Report

This report made by the Civil Aviation Authority makes recommendations based on results and observations from interference tests sponsored by the Civil Aviation Authority and performed on a British Airways Boeing 737-236 and a Virgin Atlantic Airways Boeing 747-243B at London Gatwick Airport on 15 th February 2000. This can give us an idea about the ignorance that some passengers use when on board an airliner they are triying to use their portable telephones. The report can be downloaded in PDF format and it's a "must have". Download Now. Only 439 Kb.