Sunday 15th May 2016

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Sunday 15th May 2016
ENGLISH ARTICLES
U.K. Investigators Uncover Flight-Data Issue Involving Airbus Jetliners - Wall Street Journal
online May 14, 2016
Why Jetstar's latest incident should alarm flyers - Plane Talkingblog May 14, 2016
ANALYSIS: American Airlines Will Retire the A330-300 by 2018 -airwaysnews.com/blog May
14, 2016
Airbus tyre burst shuts down Mumbai airport's main runway for 21 hours - Mumbai Mirror 15
May 2016
Aircraft with flat tyre on runway towed away after nearly 22 hrs -The Times of India - Mumbai
Edition 15 May 2016
Debris confirms MH370 crash zone in Indian Ocean - The Australian May 14, 2016
Hopes of finding missing MH370 ‘are fading fast’ - The Australian May 14, 2016
FRENCH ARTICLES
Problème technique sur le vol Paris-Lomé (updated) - republicoftogo.com 14/05/2016
GERMAN ARTICLES
«Wir haben erlebt, was Disruption bedeutet» - Finanz und Wirtschaft 14/05/2016
Zukunftsmusik über den Wolken - Sonntagszeitung 15 May 2016
Reifenplatzer bei Lufthansa-Airbus - BILD am Sonntag 15 May 2016
Reifen geplatzt: Lufthansa-Jet blockiert Flughafen Mumbai - dpa 14/05/2016
SPANISH ARTICLES
El Estado alarga las ayudas al A350 XWB hasta 2019 - El Correo de Andalucia 14/05/2016
La feria ADM termina con la participación de 1.108 profesionales y 550 empresas - Diario de
Cadiz 14/05/2015
Los '8 de Airbus' darán esta noche el pregón en las fiestas de Getafe; MAD-FIESTAS
PATRONALES - Agencia EFE - Comunidad de Madrid 14 May 2016
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U.K. Investigators Uncover Flight-Data Issue Involving Airbus Jetliners
Wall Street Journal online
May 14, 2016
Pilots unintentionally altered some settings on an electronic flight-data calculator
By ANDY PASZTOR
http://www.wsj.com/articles/u-k-investigators-uncover-flight-data-issue-involving-airbus-jetliners-1463277986
British air-crash investigators looking into an incident last year involving an easyJet PLC flight have
documented how a bug in an electronic flight-data calculator on many Airbus Group SE jetliners could lead to
takeoff problems.
The potential hazard and steps to eliminate it were disclosed in a report released last week by Britain’s Air
Accidents Investigation Branch.
Pilots of an easyJet Airbus A319 unintentionally altered some touchscreen settings on a computerized takeoff
calculator -- called an electronic flight bag -- but failed to recognize the changes until after takeoff from Belfast
International Airport last June, according to the report. Investigators determined that as a result of the data
confusion, the crew set engine thrust so that the jet carrying 161 people used up all but the last roughly 650
feet of the strip before becoming airborne, a significantly smaller safety margin than normal.
Airbus and easyJet participated in the investigation, agreed with its main conclusions and have taken steps to
prevent a repeat of the incident.
There were no injuries and the jet wasn’t damaged, but the event highlighted the broader danger of pilots
mistakenly entering the wrong takeoff parameters into such computers. Data-integrity issues and potential pilot
distractions resulting in programming slip-ups prior to takeoff have long been identified as major hazards for all
types of commercial aircraft, including models made by Boeing Co. and other manufacturers.
The AAIB report, which indicated European air-safety regulators and Airbus are pursuing various initiatives to
reduce those risks, further highlights the work remaining to be done. Pilots typically double-check parameters
before takeoff, but in the easyJet incident company rules didn’t require that specific safeguard. The AAIB
previously investigated two other easyJet takeoff incidents in 2015 in which crews relied on incorrect
computerized takeoff-performance data. Neither of those events resulted in damage or injuries.
Still, last week’s report emphasized the importance of each pilot cross-checking data entered into such
electronic flight bags prior to takeoff. The report notes that Airbus has made some adjustments and is studying
software revisions and other changes intended to catch pilot errors that can introduce incorrect data into such
computers. One of the major changes was available to airlines prior to the Belfast incident, but investigators
determined that easyJet hadn’t installed the updated software nor adopted Airbus’s recommendations
regarding pilot cross-checking.
EasyJet is evaluating a number of procedural changes, according to the British report. And prompted by the
Belfast incident, Airbus last October urged operators to catch data-entry mistakes by requiring “an
independent computation made by both pilots” prior to the takeoff roll.
Also according to the AAIB, the European Aviation Safety Agency recently determined that when it comes to
pre-takeoff data hazards, the “risk level and its trend need to be monitored continuously.”
Long before the June 2015 mix-up, numerous other airlines world-wide suffered a series of data-input
problems prior to takeoff, some involving larger aircraft and more-hazardous incidents or accidents.
In March 2014, a US Airways Airbus A320 struck its tail on a Philadelphia runway after the crew rejected
takeoff following a computer glitch caused by mistaken data input. The captain initially opted to try to become
airborne despite the loss of critical speed measurements and an automated warning he didn’t understand.
During the next several seconds, the captain commanded the nose of the plane to move sharply up and down
three times, according to a National Transportation Safety Board report. The jet bounced on the runway,
climbed to an altitude of 15 feet and then slammed back down, collapsing the nose gear, according to
investigators. There were no injuries.
One of the most harrowing events occurred five years earlier in Melbourne, Australia, when the co-pilot of an
Emirates Airline Airbus A340 mistakenly entered a takeoff weight into the electronic flight bag, or cockpit
computer, that was 100 tons less than the plane’s actual weight. Calculations for engine thrust and takeoff
distance were based on the erroneous weight data, which the captain also overlooked.
The jet initially failed to become airborne when the control stick was used to try to raise the nose and climb.
The captain applied full power and then the four-engine jet, carrying 275 people and bound for Dubai, hit some
lights and antennas at the end of the strip. It rolled past the paved runway for about four seconds before
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starting to noticeably climb, according to Australian investigators. It took the pilots five minutes to realize their
computational error, and investigators also found significant damage to the underside of the fuselage. After
dumping fuel, the plane landed back at the airport about an hour later without any injuries.
Write to Andy Pasztor at [email protected]
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Why Jetstar's latest incident should alarm flyers
Plane Talking
May 14, 2016
By Ben Sandilands, editor Plane Talking
http://blogs.crikey.com.au/planetalking/2016/05/14/jetstars-latest-serious-incident-alarm-flyers/
The ATSB says a 'serious incident' is one that could end in a crash, and Jetstar has just had another
one
Jetstar’s tail strike incident at Melbourne Airport this week puts another red flag over the Qantas subsidiary’s
operations and the unwillingness to date of the supposed safety regulator CASA to ground or restrict its flights.
However the ATSB appears to have fast tracked its inquiry into an incident that imperiled the lives of those
on the 180 seat passenger jet bound for Hobart, indicating a final report will be provided by this November.
Under previous direction the ATSB has botched and now delayed its attempts at a PelAir crash inquiry (2009)
and proven incapable to date of dealing with an astonishing situation where Qantas and Virgin Australia 737s
were forced to land in blinding fog with low fuel at Mildura in 2013, and an appalling screw up that caused
serious undetected structural damage to a Virgin ATR turboprop in regional service in NSW in 2014.
The ATSB has abundant reasons from the recent operational history of Jetstar for its speedy reaction.
In October last year another Jetstar single aisle Airbus, this time a 215-220 seat A321 was dispatched from
Melbourne Airport in such an unsafe loading balance condition for a flight to Perth that it struggled to become
airborne.
The same month Jetstar dispatched an A32o from Brisbane for Melbourne a Jetstar A32o left Brisbane for
Melbourne with 16 more passengers on board than advised, meaning the aircraft was about 1,328 kg heavier
than the take-off weight used to calculate the take-off and landing data for the flight.
These two October 2015 incidents perforce demonstrated that Jetstar, an Australian licensed subsidiary of
Qantas, had lost on two occasions the absolutely essential prerequisite of safe operations of knowing how jets
were loaded and that the distribution of passenger numbers and below floor baggage or freight was within the
approved safe limits that are found in the flight manuals of all jet airliners.
These incidents raised questions of safety culture in Jetstar that have not yet been answered by an ATSB
inquiry, nor addressed by CASA, the gutless safety regulator that conducted a grandiose grounding of
Singapore owned Tiger Airways in 2011 after it infringed safe minimum altitude requirements over the Leopold
estate near Geelong during a night time go-around at Avalon Airport.
CASA was justified in grounding Tiger, but was it justified in treating Jetstar with comparative indifference over
a series of equally disturbing incidents at Melbourne, Cairns and Singapore Airports in earlier years?
The response of CASA to persistently unsafe practices or attitudes by Tiger was to first ground the carrier, and
then restrict the number of sectors it could fly each day until it acquired a safety culture and a respect for the
regulations.
The safety culture of Jetstar ought to be in the dock of public opinion over the October 2015 incidents, and as
the ATSB says in its notification of an investigation, the loading data for last Wednesday’s flight will be part of
that inquiry.
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ANALYSIS: American Airlines Will Retire the A330-300 by 2018
airwaysnews.com/blog
May 14, 2016
by Vinay Bhaskara
http://airwaysnews.com/blog/2016/05/14/analysis-american-airlines-to-retire-a330-300/
American Airlines plans to accelerate the retirements of all of its Airbus A330-300 and Embraer E190, and
some of its Boeing 767-300ER airplanes, according to a letter from American VP of Flight Service Hector Adler
that was first reported on by Brian Sumers. American currently operates 9 Airbus A330-300s and 40 767300ERs (out of a widebody fleet of 146 aircra), and 20 E190s (out of a mainline narrowbody fleet of 796
aircraft). The retirement of the oldest 15 767-300ERs had already been planned to take place between now
and the end of 2017, and American now plans to retire an additional 8 in 2018, leaving the carrier with the 17
newest 767-300ERs in its fleet. The widebody aircraft will be directly replaced by ongoing deliveries of the
Boeing 787-8, Boeing 787-9, and new deliveries of the Airbus A350 beginning next year.
American is one of the world’s first airlines to retire the A330-300
An American Airlines A330-300 — Image Courtesy of Aero Icarus on Flickr
American’s 9 A330-300s are an artifact of pre-merger US Airways, who took delivery of the aircraft between
2000 and 2001. The goal was to enable the carrier to build upon its initial widebody fleet of Boeing 767-200ER
aircraft, and start serving large trans-Atlantic destinations from Philadelphia (to a lesser degree from Charlotte
as well). With Philadelphia as the primary hub and most long haul routes under 4,500 nautical miles (nm), the
A330-300 was a good fit for the fleet.
Fast forward fifteen years (these are not young airplanes, and will be an average of 17 years old when retired
in 2017 and 2018), and those A330-300s are pretty much on their last legs. Today there is a sense that the
A330-300 is broadly competitive on trans-Atlantic routes, even with the 787 Dreamliner. But that mindset is
founded on the current iteration of the A330-300, which has benefited from several technical improvements
over the past decade,including upgrades in payload (maximum take off weight or MTOW), reductions in fuel
burn, and increases in its range (the last two via so-called performance improvement packages or PiPs).
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An American Airlines Boeing 777-200ER – Image courtesy of American Airlines
Meanwhile American’s A330-300s are older, less capable, and an expensive subfleet to keep around when
American has a fleet of retrofitted Boeing 777-200ERs that are flexible enough to operate to Europe, Asia, and
South America from all of American’s hubs (whereas the A330-300s were mostly just useful for trans-Atlantic
flights from the East Coast). The operating economics of both types for the actual frames that American
operates are very similar, and the 777-200ERs are a few years younger on average.
Moreover, American has 22 Boeing 787-9s on order, which are even more fuel efficient than the A330-300
while offering nearly twice the functional operating range. Many of these will be used to replace the 767300ERs that are also leaving the fleet, but some of the aircraft may also rotate in to cover A330-300 routes.
And on top of all of that, American still has 22 similarly sized A350-900s on order. For American, unlike Delta,
the A330-300 is largely redundant in its widebody fleet.
The 767-300ER retirement acceleration doesn’t make a ton of sense
American’s initial plan to retire the oldest of its 58 767-300ERs and consolidate down to a fleet of the 25
newest frames actually predates the precipitous drop in fuel prices since the middle of June 2014. So it doesn’t
make a ton of sense that American is opting to accelerate retirements of those aircraft right when they’ve
become more economical than ever. It’s possible that American will increase deliveries of the 787-8 or 787-9
to compensate, as these aircraft are more flexible and can be used network wide, but there have been no hints
at such a plan for American. The other possibility is that the deepening economic woes of South America,
where many 767-300ERs are used to fly nonstop flights from secondary destinations to Miami, have reduced
the need for the 767-300ER in American’s network. And to be fair, American is still taking a ton of 787s over
the next couple of years (see below).
American’s 787 Delivery Plans – Image Courtesy of American Airlines
The E190’s departure opens the door slightly for the CSeries
The Embraer E190 in the old US Airways colors
The E190s meanwhile, have been long rumored to be on their way out, as a small subfleet of 20 100-seat jets
wasn’t a great fit for the combined carrier’s network. The E190s were a good fit for mid day and off peak
departures on the American Shuttle between Boston, New York La Guardia, and Washington Reagan, but
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those flights can be shifted down to E175s relatively easily while peak departures remain on the larger Airbus
A319.
The question that is on the tip of everyone’s tongue after the recent Delta order is whether this opens the door
for American to order the Bombardier CSeries. There is definitely a need for a 100-120 seat aircraft in
American’s fleet, particularly at Chicago O’Hare and Philadelphia for offering frequency on business travel
oriented routes, and at Miami for offering long and thin domestic flights. But American has a bunch of Airbus
A319s on property, which are not far from that 120 seat figure (the two variants seat 124 and 128 passengers
respectively), and it is rapidly taking delivery of a ton of mainline aircraft, to the point that a substantial (50+
aircraft) CSeries order may be too much to bite off and chew. The CSeries is a good fit for American’s fleet,
but it might not be priority number one, two, or even ten for American right now.
The full text of Adler’s letter can be found below:
May 13, 2016
Dear Colleagues,
We would like to tell you about some fleet changes American has planned over the next several years. We are
sharing this information now in order to keep you apprised well in advance of those things that may affect your
decisions down the road. Now is the right time to make changes that will help keep our flying in line with
demand and put the right plane on the right route. Over the next few years, American will be phasing out
Embraer E190s and Airbus A330-300s, and accelerating retirements of Boeing B767s.
Here are the planned changes for each fleet type:
Embraer E190
American plans to phase out our E190s by the end of 2019. Scott Kirby has said since the merger that
eventually we would either need to increase this fleet or phase it out. The E190s have some expensive
maintenance scheduled in the near future, so it makes sense to phase them out of the fleet in 2019.
Some key points on the E190:
• Today, these 20 aircraft primarily fly on the American Shuttle. The Shuttle isn’t going away. It’s a great
product for our customers, and we want to keep their business.
• Because we are still several years away, we haven’t decided which aircraft will fly the Shuttle. But we will
maintain the mix of mainline/regional Shuttle flying per the APA contract.
• The E190 is the only active fleet type in pay band Group I of the APA contract. After retiring our E190s, new
hire pilots will train to fly Group II aircraft in the future.
Airbus A330-300
This is an aircraft that has served US Airways well. But we only have nine of them and, again, smaller fleets
can be pricey to maintain. Their Pratt & Whitney PW4168 engine is unique in our fleet, adding maintenance
complexity and expense for such a small number of aircraft. With a seat count of 291, it’s duplicative of B777200ERs, which are being retrofitted to 289 seats.
• A330-300 retirements begin in 2017 and will be done by the end of 2018.
• A330 pilots are qualified on both the -200 and -300.
• Flight attendants will be offered training in advance of the B777-200ER being introduced in designated
markets.
No changes are planned for our 15 A330-200s.
Boeing B767
As you know, we have been retiring B767s. Our first B767s were delivered in 1988 and at times, this type has
been a challenge for our international reliability. We have 40 today. Our previous plan had been to draw down
this fleet to 25 aircraft by the end of 2017. We will now retire an additional eight aircraft in 2018, leaving us with
the 17 youngest aircraft in this fleet, which have all been retrofitted with fully lie-flat seats in Business Class.
Our fleet is experiencing transformational change. Fast. American is taking delivery of a new mainline aircraft
every seven days and by 2017, the average age of our aircraft will be less than 10 years old. That’s the
youngest of the U.S. network carriers (and some others, too). In fact, in 2015 we took delivery of more new
planes than any airline in the world, and there are more on the way. We have an order book that includes new
B737s, the B737 MAX, more A321s, A321neos and (on the widebody side) B787-8s and B787-9s arriving this
year and A350s next year.
Pilots qualified on these aircraft will have plenty of time to go through necessary training and adjust to our new
fleet lineup. Flight attendants are either cross-qualified or will be able to train on new aircraft in advance.
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We’re making these changes at a great time for our airline and our fleet. Customer demand and profits are
both strong, and with so many new planes on the way – both narrowbodies and widebodies – opportunities
continue to be plentiful.
Please reach out to your Chief Pilot, Flight Service Manager, Base Manager or us with any questions.
Best regards,
Hector
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Govt. – Airbus in talks to cancel SriLankan orders
14/5/2016
Sunday Times Sri Lanka
By Sunimalee Dias
http://www.sundaytimes.lk/160515/business-times/govt-airbus-in-talks-to-cancel-srilankan-orders-193682.html
In a bid to avoid future losses at the cash-strapped national carrier, the government has ‘laid-off’ one of the
eight aircraft ordered from Airbus with three more tipped to be cancelled. SriLankan Airlines had ordered eight
A350-900 wide bodied aircraft with a flying time that could go upto 19 hours, which the government has shot
down as it is not required for the carrier under the present circumstances, Public Enterprises Development
Ministry Deputy Minister Eran Wickramaratne told the Business Times on Thursday. These were ordered
during the previous regime, some of which were ordered in 2013.
He noted that the strategy of the airline is that it would not need those aircraft which were new leases made at
very high rates. “If we run it then it will be a loss,” the minister said. The aircraft on order is the all new mid
size long range product line comprising three versions and seating between 270 and 350 passengers in
spacious three-class layouts, a media release issued by Airbus has stated on the order made by the national
carrier. With four aircraft scheduled to be delivered immediately, Minister Wickramaratne said that the
government had already laid-off one such aircraft and paid a penalty for it.
The government is in negotiation with Airbus on the three other aircrafts that would also be cancelled; the
minister said noting that the state would “try to lay them off as well.” The balance four aircrafts on order were
set to be worked out in future as the delivery date of these were scheduled for the “distant future,” Minister
Wickramaratne explained. He also said that the ministry is currently involved in restructuring the balance
sheet of the national carrier and will be working on making the “bride” look as beautiful as possible to be given
away. He noted that in this regard, the government would be ready to take on “some of the debt” and hand
over management of the airline completely to the new partner once selected.
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Airbus tyre burst shuts down Mumbai airport's main runway for 21 hours
Mumbai Mirror
15 May 2016
Aditya Anand
Mumbai airport's main runway remained shut for nearly 21 hours after an aircraft suffered a tyre burst while
landing. Flight operations had to be shifted to the shorter secondary runway which resulted in delays and
diversions.
The aircraft, a Lufthansa Airbus A330, landed at main runway of the Mumbai airport at 10:53 pm on Friday
and came to a halt at the rapid exit way November 1. Airport officials, detecting a fire in the landing gear, sent
in firefighters who quickly surrounded the plane and sprayed its belly and surroundings with firefighting foam.
Four tyres of the aircraft landing gear were discovered to be damaged. The passengers were not evacuated.
The main runway had to be closed despite the aircraft not blocking it because the November 1 rapid exit way
is the most used for arriving aircraft. The plane was finally towed away from the rapid exit 1 at 7:50 pm on
Saturday.
In a statement, Lufthansa said, "Four tyres of the aircraft of flight LH764 from Munich to Mumbai had been
damaged. The plane could not immediately be moved from runway. There were 163 passengers on board the
Airbus A330. They had to leave the plane via stairs, positioned on the runway. The plane will be removed
from the runway after the assembly of four new tyres. Flight LH765 on May 14 had to be cancelled and 223
passengers were affected. Lufthansa is trying to rebook them on other flights." The incident resulted in delays
and diversions at the airport. Those affected overnight included a Cathay Pacific cargo aircraft which had to be
diverted to Hyderabad and a Singapore Airlines Airbus 380. Air India and United Airlines flights to Newark
could not take off due to the load penalties the shorter secondary runway imposed. Several departing aircraft
headed towards Europe also had to take off with reduced cargo because of the load penalties.
Singapore Airlines officials, whose A380 remained stranded due to the runway closure said, "Flight SQ423 is
delayed in Mumbai due to a . orary runway closure. There were 427 passengers and 25 crew on board.
Passengers have been provided with hotel accommodations and a revised departure time will be determined
when the runway is reopened by the authorities." Though airport officials said flight movements were
unaffected, airlines reported delays. Jet Airways and Indigo informed passengers that all its arrivals and
departures throughout Saturday were late by at least 30 minutes owing to main runway closure.
Directorate General of Civil Aviation (DGCA) officials who inspected the grounded aircraft said that primafacie, it seemed as if the aircraft's anti-skid system, which protected the brakes from locking, could have failed.
While the incident took place at 10.
53 pm on Friday, the salvage operations commenced only at 8.
30 am on Saturday, when a 14-member team of Jet Airway's engineering department started the task of fitting
the wheels so that the aircraft could be towed away from the operational area.
Officials said that with the brakes and wheels having come off, the landing gear was scraping against the
ground. This required the aircraft to be hydraulically lifted for the fitting to be carried out. The last time the main
runway had to remain shut for close to 10 hours was on March 3-4 after a Jet Airways flight got similarly stuck
following a tyre burst.
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Aircraft with flat tyre on runway towed away after nearly 22 hrs
15 May 2016
The Times of India - Mumbai Edition
A Lufthansa aircraft, which had a tyre burst incident on landing at Mumbai airport late on Friday , was towed
away from the main runway around 8.30 pm on Saturday . After a closure of close to 22 hours, the main
runway was thrown open for flight operations about half an hour later. Soon after the main runway closure,
four international flights were cancelled, one Cathay Pacific freighter was diverted to Hyderabad. Even as
operations were shifted onto the secondary runway , on Saturday , several other domestic flights were delayed
throughout the day , with an average of 45 minutes delay during the morning and evening peak hours. The
secondary runway is shorter and not as equipped with taxiways as the main runway . Aircraft take longer to de
part/land and vacate the secondary runway , which also cannot be used by larger aircraft."But Mumbai air
traffic controllers handled the situation so well that not a single incoming flight had to be diverted on Saturday
," said an airport source.
The incident took place around10.50 pm when the Lufthan sa A330 aircraft operating flight LH 764 from
Munich did a hard landing. The pilot had not called in an emergency ."An air traffic controller and pilots of two
flights, Air India and Air Arabia, which were parked on the apron saw sparks fly off the aircraft wheels on
landing," said an airport source. The Lufthansa pilot was in formed about the same and the controller declared
an emergency to rush fire tenders and ambulances to the runway where the aircraft had come to a halt. The
aircraft seemed to have done a very hard landing as the rubber on two of its tyres had entirely burnt off, while
two other tyres were badly da maged. Oil spilled onto the runway , which was cleaned after the aircraft was
towed away.
The Indian civil aviation regulator has initiated an inquiry into the case. A Lufthansa airline spokesperson said
that four tyres of the aircraft of flight LH764 had been damaged. "The plane could not be moved from runway
27 for the time being. There were 163 passengers on board the Airbus A330. They had to leave the plane via
stairs, positioned on the runway ," said the spokesperson, adding that the plane will be moved from the runway
after assembly of new tyres. The airline cancelled the return Mumbai-Munich flight LH765. "Lufthansa is trying
to rebook the 223 affected passengers on other flights," the official added. Early on Saturday morning,
Lufthansa contacted Jet Airways for assistance in moving the aircraft, said a Jet Airways spokesperson.
Among the flights that were cancelled because of the main runway closure was United Airline's flight to
Newark, Air India flight 191 to Newark and Singapore Airlines flight. Emirates operated their DubaiMumbai
flight with a B777 instead of an A380.
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Debris confirms MH370 crash zone in Indian Ocean
The Australian
May 14, 2016
By Byron Bailey
http://www.theaustralian.com.au/opinion/debris-confirms-mh370-crash-zone-in-indian-ocean/newsstory/46f51903b2ff733d6bb2c1617b9d7f20
Time is running out for the search vessels to locate MH370 before the search is terminated next month
after enormous cost to the Australian taxpayer.
We know the plane is in the southern Indian Ocean. Generally, airline pilots and other genuine aviation experts
believe captain Zaharie Shah hijacked his own Boeing 777 in a planned suicide mission.
Self-appointed armchair experts are often referred to as “aviation experts” by broadcasters, rather than the
aviation consultants they actually are. Such people express opinions that may sound plausible to the non-pilot
fraternity but are often rubbish.
This search appears to have been conducted in the wrong area, based on the Australian Transport Safety
Bureau unresponsive pilot scenario. Yet we know from the National Geographic recent Air Crash
Investigations documentary, which held Shah responsible, that only three minutes elapsed from when he said
goodnight to Kuala Lumpur air traffic control to when he disappeared electronically and turned southwest.
If there was no pilot involvement the aircraft just would have flown itself to the programmed destination of
Beijing. It was still under control 90 minutes later when it turned south just north of Sumatra.
If, as generally believed, Shah was trying to hide the aircraft in as remote a location as possible to hide his
crime then he would endeavour to fly as far as possible before the fuel ran out. As an experienced Boeing 777
captain, this is how I would manage this. Fly at long-range cruise speed mach 0.83 at as high an altitude as
possible for maximum range. As the first engine flamed out due to fuel starvation I would start a slow-speed
descent at 220 knots indicated airspeed with the second engine at idle. Just before second engine flame-out, I
would select flap while still having hydraulic pressure to ensure my sea impact speed would not be so severe
as to cause massive amounts of debris. Passing 5000 feet and flying on limited flight control hydraulic
pressure from the automatically deployed air driven generator I would turn into wind and try to judge a ditching
at low speed so that the aircraft would not break up into pieces. This speed would be still in the order of
250km/h or greater.
I recently was well out to sea and observed how big the sea state can be, with very large waves in a 50km/h
wind. In the latitudes south of 40 degrees the winds and sea state is even greater.
Some pieces of debris — confirmed as coming from MH370 — have been turning up. The first was a right
flaperon that I suspect was due to the right engine being shorn off, as they are designed to do, in a heavy
impact with the sea.
Later an associated piece turned up, also from the area immediately behind the right engine. And then a piece
from the horizontal stabiliser (tailplane) leading edge, which also would support the shearing off of the right
engine. The weakest part of the fuselage is at the juncture of the body and the wing. It appears to me that
during the ditching the aircraft broke at this juncture and this is generally, depending on the seating
configuration, where the partition between business class and economy occurs, so some panelling was
dislodged.
All this does not answer the question of why the ATSB did not listen to experts who would have placed the
search area at least 400km farther south and west. That is why MH370 has not been found.
Byron Bailey, a veteran commercial pilot with more than 45 years’ experience and 26,000 flying hours, is a
former RAAF fighter pilot and trainer, and was a senior captain with Emirates for 15 years, during which he
flew the same model Boeing 777 passenger jet as Malaysia Airlines MH370.
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Hopes of finding missing MH370 ‘are fading fast’
The Australian
May 14, 2016
By Mitchell Bingemann
http://www.theaustralian.com.au/business/aviation/hopes-of-finding-missing-mh370-are-fading-fast/newsstory/38d74147bea21789c4df56956df18f3b
Australian air crash investigators’ hopes that the missing Malaysian Airlines jet will be found are
fading fast as time and space run out for locating the aircraft.
As the hunt for MH370 enters the final 13,000sq km of its designated 120,000sq km search area in the south
Indian Ocean, the head of the Australian Transport Safety Bureau, Martin Dolan, said there was a “diminishing
level of confidence we will find the aircraft”. “We still think there is a good chance we will find the aircraft but
that probability is falling so we have to start contemplating that we may not succeed,” he said. “Everyone … is
still focused on the fact that the remaining 13,000sq km is still a lot of territory and it’s still entirely possible the
aircraft is there. But we are also starting to think about the implications of not finding it.”
The ATSB is working on a report for the government should the search prove fruitless that will consider
alternative possibilities for what happened to the plane, including the “rogue pilot” theory that posits the captain
of MH370 hijacked his own aircraft and purposely crashed it into the sea.
“If we eliminate the entire 120,000sq km zone, we have eliminated the hypothesis … that there was no control
inputs at the end of flight.” Mr Dolan said. “At this point an alternative hypothesis would need to be considered.
Since we eliminate the hypothesis of no control inputs, then we look at the ways in which there was control,
which would include a controlled ditching or a glide.”
He said there was no indication from the Australian, Malaysian or Chinese governments the search would be
expanded.
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Problème technique sur le vol Paris-Lomé (updated)
republicoftogo.com
14/05/2016
http://www.republicoftogo.com/Toutes-les-rubriques/Faits-divers/Fumee-suspecte-a-bord-du-vol-Air-Francepour-Lome
Problème technique sur le vol Paris-Lomé Début de panique à bord
Les passagers du vol Air Air France à destination de Lomé samedi ont eu la peur de leur vie. Dix minutes
après le décollage, une épaisse fumée s’est dégagée de la cabine arrière.
Les pilotes ont ramené l’appareil à CDG sans encombre. Entouré par les véhicules d’urgence, l’Airbus a été
immobilisé et les techniciens cherchent à déterminer l’origine de l’incident.
Les passagers ont été contraints de débarquer en attendant l'arrivée d'un nouvel avion. Air France évoque un
départ vers 22h30 (20h30 TU).
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«Wir haben erlebt, was Disruption bedeutet»
Finanz und Wirtschaft
14/05/2016
Gerhard Bläske, Nevada
Thomas Enders, CEO von Europas grösstem Flugzeughersteller Airbus, sieht noch Potenzial für die A380 und
setzt Hoffnung in einen Segelflieger.
Die Probleme mit den Triebwerken des Transportflugzeugs A400M hält Thomas Enders, CEO des
FlugzeugbauersAirbus, für lösbar. Was den Bestelleingang für den Riesenflieger A380 angeht, ist er ebenfalls
optimistisch. Jedenfalls bestätigt er im Interview mit «Finanz und Wirtschaft» die Jahresprognose. Das
Gespräch wurde in den USA geführt, wohinAirbus Pressevertreter eingeladen hatte. Dort nahm
Thomas Enders als Co-Pilot an einem Testflug für den von Airbusmitfinanzierten Segelflieger Perlan 2 teil.
Herr Enders, mit Perlan 2 soll ein Segelflugzeug einen neuen Höhenweltrekord erreichen. Bringt
das Airbus etwas?
Das Projekt Perlan ist für uns aus vielerlei Gründen interessant. Es zeigt, dass es in der Luftfahrt weiterhin
Pioniere gibt, die in Bereiche vordringen wollen, die nie zuvor ein Mensch erreicht hat. Es geht darum, einen
neuen Höhenrekord aufzustellen und zu erforschen, wie ein Fluggerät und seine Materialien sich verhalten. In
90 000 Fuss herrschen Bedingungen, die denen auf dem Mars ähneln. Das Perlan-Team will auch mehr über
das Fliegen in grossen Höhen in Erfahrung bringen. Wir wollen zudem einen Beitrag zur Wetter- und
Klimaforschung leisten und dort oben Luftmessungen vornehmen, die ein Flugzeug mit Verbrennungsmotor
wegen seiner eigenen Emissionen in dieser Reinheit nie machen könnte.
Sehen Sie auch konkrete kommerzielle Chancen für Ihr Unternehmen?
Vielleicht kann die Luftfahrt davon profitieren. Denn es ist kein Naturgesetz, dass die kommerzielle Luftfahrt
auf die Höhe von 45 000 Fuss beschränkt sein muss. Sie sehen, Perlan erfasst alles, was die Luftfahrt
verkörpert: Abenteuer, Forschung, Wissenschaft. Dies zu transportieren, ist uns wichtig, denn wir wollen die
Faszination der Luftfahrt auch in die nächste Generation tragen. Das ist unverzichtbar, wenn wir auch in
Zukunft die besten Ingenieure für uns gewinnen wollen. Ich war von dem Projekt auch deshalb sofort
fasziniert, weil ich Steve Fossett, der mit Perlan 1 den aktuellen Höhenrekord hält, gut kannte.
Sie fliegen bei Perlan selbst als Co-Pilot mit. Darf der CEO eines so grossen Unternehmens sich
solchen Risiken aussetzen? Was sagen Ihre Aktionäre dazu?
Einspruch. Ich bin nur Co-Pilot bei dem einen oder anderen Testflug. Das ist so riskant wie jedes andere
Segelfliegen auch. Und das wollen Sie doch dem Airbus-Chef nicht verwehren, oder? Wenn der Rekordflug
ansteht, werde ich leider nicht dabei sein. Das bedauert keiner mehr als ich. Aber das ist dann die Stunde der
Perlan-Piloten.
Hat Airbus für das Projekt auch aktiv technologische Beiträge geleistet?
Wir sind der wichtigste Partner des Perlan-Teams, das vor allem aus erfahrenen Testpiloten, Ingenieuren und
Technikern besteht. Wir haben einen finanziellen Beitrag geleistet und auch einiges an Ingenieurleistung
beigesteuert. Aber Perlan steht und fällt mit dem Engagement der Freiwilligen, die das Projekt schon seit
vielen Jahren vorangetrieben haben. Ich bin immer wieder begeistert, wenn ich sehe, wie die Leute hier ihre
Zeit, Geld und Können einbringen.
Wie haben Sie denn Ihren Testflug vor einigen Tagen in Nevada in Erinnerung?
Es war ein grossartiges Erlebnis! Leider konnten wir aufgrund des schlechten Wetters nicht lange in der Luft
bleiben und nicht in die Höhen vordringen, die wir eigentlich vorgesehen hatten. Aber der Flieger liegt stabil in
der Luft und lässt sich wunderbar navigieren.
Sie haben zahlreiche Initiativen gestartet: Mit Siemens wollen Sie einen elektrischen Antrieb
entwickeln. Sie haben im Silicon Valley ein Innovationszentrum geschaffen. Mit Uber testen Sie, ob
man Boden- und Lufttransport kombinieren kann. Warum?
Ihre Aufzählung ist nur beispielhaft. Aber was uns bei Airbus eint und antreibt, ist die Entschlossenheit, unsere
Zukunft selbst zu gestalten. Ich bin davon überzeugt, dass wir uns in einer Phase sich weiter
beschleunigender Innovation und rasanter technologischer Entwicklung befinden. Wer da nicht mithält, der
wird abgehängt.
Sie sprechen aus Erfahrung?
Einmal haben wir es schon erlebt, was Disruption bedeutet. Nämlich in der Raumfahrt, als SpaceX unser
Wettbewerber wurde. Das hat – zwar reichlich spät, aber noch rechtzeitig – die längst überfälligen
Strukturveränderungen in der europäischen Raumfahrt beschleunigt. Und wir wollen mit der Ariane 6 unsere
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Wettbewerbsfähigkeit in diesem Bereich auch im nächsten Jahrzehnt sichern. Innovation war immer die Stärke
von Airbus. Mit Innovation hat das europäische Start-upAirbus vor 47 Jahren begonnen. Heute sind wir ein
grosses internationales Unternehmen. Da ist nicht weniger, sondern mehr und schneller verfügbare Innovation
gefragt.
Im operativen Tagesgeschäft gibt es aber aktuell auch genug Probleme. Halten Sie trotzdem an der
Prognose fest, dass Sie in diesem Jahr ein Ergebnis vor Sondereffekten auf Vorjahreshöhe erreichen
können? Ist das noch realistisch?
Ja. Wir wussten immer, dass Produktwechsel und Produktionshochlauf in diesem Jahr grosse
Herausforderungen mit sich bringen. Jetzt sind noch die A400M-Triebwerksprobleme hinzugekommen. Aber
wir arbeiten mit Hochdruck an Lösungen.
Von Ihren Kunden beim A400M erwarten Sie viel Geduld. Aber haben Sie selbst auch die Geduld für
das Riesenflugzeug A380? Wenn nicht bald mehr Bestellungen kommen, sind die Aufträge bald
abgearbeitet.
Bei so einem grossen Programm sind Geduld und Nervenstärke wichtig. Über beides verfügen wir. Seit 2015
sind wir mit dem A380-Programm endlich in den schwarzen Zahlen. Und wir wissen, dass wir schwarze
Zahlen auch bei einer niedrigeren Produktion erreichen können. Wir arbeiten weiter an konkreten
Verkaufskampagnen. Wir sehen, dass die A380 in Asien jetzt zunehmend auf Routen eingesetzt wird, die wir
immer vorhergesagt haben.
Wo genau?
Als Emirates vor zehn Tagen erstmals die A380 nach Taipeh gebracht hat, ist es dort zu Menschenaufläufen
und einem Verkehrskollaps auf den Strassen rund um den Flughafen gekommen, weil alle diesen
faszinierenden Flieger sehen und fotografieren wollten. Bei Passagieren steht die A380 in der
Beliebtheitsskala weiterhin ganz oben. Trotzdem ist die Nachfrage noch nicht so, wie wir das beim
Programmstart im Jahr 2000 erwartet hatten. Wir reagieren darauf und verbessern Produktion, Marketing und
Produkt ständig.
Hat Airbus jetzt die Struktur, die Sie sich vorstellen, oder kommt da noch was?
Der Verkauf der Rüstungselektronik war der grösste Brocken in unserer Strukturveränderung. Das Closing
erwarten wir vor Ende des Jahres. Bisher ist unser Verkaufsprozess sehr gut gelaufen. Jetzt kommt es auch
darauf an, dass wir bei Verteidigung und Raumfahrt neue Wachstumsfelder erschliessen und die Chancen der
Digitalisierung nutzen. Das ist die grosse Zukunftsherausforderung für den neuen Spartenchef Dirk Hoke.
INTERVIEW: GErhard BläskE, Nevada
Innovation sei immer die Stärke von Airbus gewesen, sagt CEO Thomas Enders.
--Finanz und Wirtschaft: Zur Person
14/05/2016
Thomas Enders arbeitet seit 25 Jahren für Airbus bzw. deren Vorgängerunternehmen EADS und Deutsche
Aerospace (Dasa). Im Juni 2012 wurde der 57-jährige Sohn eines Schäfers aus Neuschladen im deutschen
Westerwald CEO des deutsch-französischen Konzerns. Die von ihm vorangetriebene Fusion mit dem
britischen Rüstungsunternehmen BAE Systems scheiterte im Oktober des gleichen Jahres. Während seiner
Amtszeit wurden der Staatseinfluss reduziert, der Firmensitz nach Toulouse verlegt und der Rüstungsbereich
durch Devestitionen verkleinert.
Der Major der Reserve studierte Politologie, Geschichte und Volkswirtschaft in Bonn und Los Angeles und ist
ein Mann klarer Worte. Der Vater von vier erwachsenen Söhnen ist begeisterter Fallschirmspringer und
Hubschrauberpilot. Privat pendelt Enders zwischen dem Airbus-Sitz und seinem Wohnsitz am Tegernsee
bei München.
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Zukunftsmusik über den Wolken
Sonntagszeitung
15 May 2016
Brigitte Jurczyk
Lassen sich die innovativen Konzepte in die Tat umsetzen, so wird Fliegen unterhaltsamer und
genussreicher. Sieben News aus der Flugzeugkabine
Frisch gekochte Mahlzeiten
Ins Flugzeug steigen und den Duft von frisch zu-bereiteten Mahlzeiten schnuppern. Reiner Wunschgedanke?
Jetzt hat Lufthansa Technik aus Hamburg zusammen mit der Ulmer Firma HS 2 Engineering die erste
induk-tive Kochplattform entwickelt und zum Patent angemeldet. Das bedeutet: Demnächst wäre es technisch
möglich, dass Köche über den Wolken wirbeln und Gerichte auf den Punkt zubereiten könnten. Sogar eine
Art Dunst-abzug liesse sich in der Maschine einbauen. Und gegen Chaos bei Turbulenzen helfen spezielle
Deckel- und Verschlusssysteme. Sie sorgen dafür, dass Pfannen und Töpfe nicht verrutschen. Schön, wenn
die letzte Stunde des Grossküchen-Essens aus der Plas-tik-schale anbrechen würde.
Romantische Stimmung in der Flugzeugkabine
Sonnenaufgang an Bord, obwohl draussen der Mond scheint? Dank neuer LED-Technik ist das keine
Zukunftsmusik mehr. In den Kabinen des neuen Airbus A330 neo, der Ende 2017 erstmals mit Passagieren
abheben soll, passen LED-Leuchten auf langen Strecken die Lichtstimmung den jeweiligen Flugphasen an.
Soll gegen Jetlag helfen. Sonnenauf- oder -untergang – mit dem Lichtsystem «Viu» von B/E Aerospace sind
unglaubliche 16,7 Millionen verschiedener Farbtöne möglich!
Boutiquehotel an Bord
Im Flugzeug die Tür hinter sich schliessen, Ruhe und Privatsphäre geniessen. Wird dieser Traum wahr, oder
löst er sich in Luft auf? Die Designagentur Seymourpowell hat schon mal geplant und für die Kabine eine
Atmosphäre wie im Boutique-Hotel kreiert – mit Einzel- und Doppelzimmern an Bord, inklusive Doppelbett! Ein
Traum, der sicherlich nur in der Firstclass geträumt werden kann.
Neues Sitz- und Kabinenkonzept
Vorne First oder Business, dahinter die Economyclass – so teilt sich üblicherweise der Innenraum eines
regulären Passagierflugzeugs auf. Das neue Kabinenkonzept «Life-style-Cabin» von Zodiac Aerospace stellt
Hergebrachtes infrage. Es entwirft geradezu revolutionäre Sitzaufteilungen und verabschiedet sich vom
Klassendenken. Ordnet das Innere des Flugzeugs in Schlaf-, Sitz-, Besprechungs- und Loungebereiche.
Kommt man so über den Wolken vielleicht auch mal mit einem Milliardär ins Gespräch?
Gratis-WLAN auch in der Economyclass
Bislang gab es Gratisinternet nur für Passagiere der Business- und der Firstclass. Das könnte sich bald
ändern: Kürzlich wurden Systeme vorgestellt, mit denen jeder Platz in einem Flugzeug mit WLAN und einer
Leistung von 12 000 MBit/Sek. versorgt werden kann. Das reicht, um 10 000 Meter über dem Erdboden Mails
zu checken oder sich Filme direkt aus dem Internet anzusehen. Dank der 2-Ku-Technologie von Gogo, dem
Marktführer im kabellosen Flugzeug-Entertainment, sind die Passagiere nicht mehr auf die Bordunterhaltung
der Airlines angewiesen.
Den eigenen Flug verfolgen
Schon mal von oben auf sich selbst hinuntergeschaut? Hat nichts mit Nahtoderfahrung zu tun, sondern mit
neuester Technik. Bei dem System Niceview Mobile von Lufthansa Technik können Passagiere auf dem
Tablet oder dem Handy den eigenen Flug in 3-D live aus echten Satellitenbildern verfolgen. Die Perspektive,
ob von oben, aus dem Cockpit oder dem Fenster, kann man dabei frei wählen. Ausserdem werden
Informationen zu Flughöhe, Geschwindigkeit und Reisezeit geliefert. Das volle Programm gab es bisher nur
auf VIP-Plätzen, demnächst sollen alle Passagiere in den Genuss kommen.
Rückenlehne wird zum Touchscreen
Bordunterhaltung gross und praktisch verstaut: Der Technologiekonzern Thales hat einen Sitz entwickelt, bei
dem die gesamte Rückenlehne zum 21-inch grossen Touchscreen für den dahinter sitzenden Passagier wird
und interaktive Anwendungen erlaubt. «Digital Sky» wurde für die Economyclass geschaffen und ermöglicht
auch auf den «billigen Plätzen», Kinofilme anzuschauen oder zu spielen.
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15/05/2016
Reifenplatzer bei Lufthansa-Airbus
BILD am Sonntag
15 May 2016
Mumbai - Glück für die 177 Passagiere von Lufthansa Flug LH764 von Müchen nach Mumbai! Bei der
Landung platzen mehrere Reifen des Airbus A-330, anschließend rutschte die Maschine teilweise über die
Piste. Die Passagiere mussten das Flugzeug über Treppen auf dem Flugfeld verlassen. Die Start- und
Landebahn blieb für Stunden gesperrt, weil der Airbus nach den Reifenplatzern nicht mehr bewegt werden
konnte.
Der Airbus auf dem Flughafen von Mumbai
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15/05/2016
Reifen geplatzt: Lufthansa-Jet blockiert Flughafen Mumbai
dpa
14/05/2016
Mumbai (dpa) - Nach einem Reifenplatzer musste ein aus München kommender Lufthansa-Airbus in Indien
am Boden bleiben - und legte eine komplette Start- und Landebahn auf dem Flughafen Mumbai lahm. Wie
eine Flughafensprecherin erklärte, platzen vier der zehn Reifen, als der Airbus A330 von München kommend
am Freitag um 22:50 Uhr (Ortszeit) landete. Der Stand am Samstagabend indischer Zeit: «Das Flugzeug
blockiert noch immer die Landebahn.» Andere Flüge müssten für Starts und Landung auf die zweite
Landebahn ausweichen, es gebe daher Verspätungen. Die 177 Passagiere und Besatzungsmitglieder von
Flug LH764 seien nicht in Gefahr gewesen, betonte die Sprecherin. Die Passagiere mussten das Flugzeug
über Treppen auf dem Flugfeld verlassen. Erst wenn neue Reifen montiert seien, könne die Maschine
abtransportiert werden. Der Rückflug LH765 von Mumbai nach München am Samstag wurde gestrichen.
# Notizblock ## Orte - [Chhatrapati Shivaji International Airport](Vile Parle East, Vile Parle, Mumbai,
Maharashtra 400099, India) dpa su im xx n1 ane/uvo 141548 Mai 16
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El Estado alarga las ayudas al A350 XWB hasta 2019
El Correo de Andalucia
14/05/2016
Un A350 XWB, cuya ' belly fairing' se fabrica en Andalucía. / E. C. C. E. MADRID { El Estado ha ampliado el
periodo de vigencia de las ayudas al programa de desarrollo de la familia de aviones A350 XWB de Airbus
hasta 2019. Así lo recoge el Real Decreto que aprobó ayer el Consejo de Ministros por el que se regula la
concesión directa de anticipos reembolsables a Airbus Operations, que modifica el ámbito temporal de los
antiguos anticipos regulados en otro Real Decreto del 6 de noviembre de 2009, con el fin de prolongar su
vigencia hasta el año 2019. Andalucía también está presente en este programa de Airbus. Empresas como
Alestis, que se encarga de la construcción de la belly fairing del A350 XWB, trabajan para este programa. La
modificación del convenio suscrito con Airbus Operations S. L. elimina el compromiso de financiación del
año 2015 trasladándolo al año 2016 o ejercicios posteriores en función del avance del proyecto. Con ello se
consigue que el desembolso se acomode al horizonte temporal de culminación de dicho proyecto, sin que por
ello se vea incrementado el montante total de la ayuda concedida en el convenio de 2009. Para el periodo
2010- 2019 el Ministerio de Industria otorgará ayudas por un importe de 265 millones de euros. ~ El Estado
alarga las ayudas al A350 XWB hasta 2019
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La feria ADM termina con la participación de 1.108 profesionales y 550 empresas
Diario de Cadiz
14/05/2015
Redacción SLVIFF.
Aerospace & Defense MeetingsADM Sevilla 2016 cerró ayer su tercera edición con una participación final de
1.108 profesionales de 550 empresas procedentes de 29 países, lo que supone superar en un 31% los
resultados de la anterior edición, con 130 empresas participantes más que en 2014. Con este notable éxito de
participación empresarial, ADM Sevilla consolida su carácter de feria internacional y de evento de referencia
del sector aeroespacial de España, según una nota de la Agencia Andaluza de Promoción Exterior (Extenda).
La cita, organizada por la Consejería de Economía y Conocimiento a través de Extenda y la firma BCI
Aerospace (Grupo ABE), terminó con 85 visitas a las infraestructuras científicotecnológicas del cluster
aeroespacial andaluz. A la vista de los resultados, el consejero de Economía y Conocimiento, Antonio
Ramírez de Arrellano, calificó como un "notable éxito" el desarrollo de esta cita bienal, "que en sólo tres
ediciones ha conseguido prácticamente duplicar el número de participación empresarial con el que nació en
2012 (288 empresas) e incrementar en u n 60% el número de profesionales, lo que sin duda redunda en
mayor conocimiento e internacionalización del cluster aeroespacial andaluz, que es el principal objetivo con el
que lo organizamos". ADM Sevilla 2016 cuenta con el apoyo especial de Airbus Group y está patrocinado
por los tres Tierl de aeroestructuras de España, Alestis, Aernova y Aciturri, así como por la empresa andaluza
Sofitec, especializada en el desarrollo de aeroestructuras y componentes en composites. Cuenta, además,
con el apoyo institucional del sector tanto a nivel nacional, con ]a presencia de Tedae, Asociación Española
de Empresas Tecnológicas, de Defensa, Aeronáuticas y Espacio, y regional, con el respaldo de Hélice,
Cluster Aerospacia Andaluz, ambas entidades que pueda aportar el consorcio europeo Airbus y sus
principales proveedoras.
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Los '8 de Airbus' darán esta noche el pregón en las fiestas de Getafe; MAD-FIESTAS PATRONALES
Agencia EFE - Comunidad de Madrid
14 May 2016
Getafe, 14 may (EFE).- Los sindicalistas conocidos como los '8 de Airbus' serán los encargados de ofrecer el
pregón de las fiestas patronales de Getafe esta noche a partir de las 21 horas en la plaza de la Constitución
de esta ciudad madrileña.
Fue el Gobierno municipal, formado por PSOE e IUCM, el que propuso que los sindicalistas fueran los
pregoneros de las fiestas, una idea que fue aprobada a continuación en el Foro de Cultura de la localidad.
Los '8 de Airbus' fueron juzgados y absueltos el pasado mes de febrero en el juicio al que se enfrentaban por
su actuación en la huelga general de 2010.
El portavoz de los sindicalistas, que será el encargado de dar el discurso, José Alcázar, ha reconocido en
declaraciones a Efe la "alegría y el orgullo" que ha supuesto para ellos ser elegidos para dar el pregón, sobre
todo por el hecho de que es un acto que "no es habitual que sea la clase trabajadora" la protagonista.
Alcázar ha comentado que en un contexto como éste "hay que tener cuidado y no excluir a nadie", por lo que
dejará a un lado las cuestiones más políticas o sindicales para "no caer en la trampa de ser parcial".
Sin embargo, sí ha anunciado que sus palabras, en las que invitará a que los vecinos de Getafe a divertirse
durante las fiestas, tendrán también una "pincelada de reivindicación" y "celebrarán la solidaridad y la
libertad".
Alcázar ha adelantado que también manifestará la necesidad de transmitir a las nuevas generaciones la
importancia de luchar para conquistar y defender los derechos, "que no se heredan".
Por último, agradecerá a la ciudadanía el apoyo mostrado hacia los '8 de Airbus', especialmente en el primer
día del juicio, en el se realizó una multitudinaria manifestación entre la fábrica de la compañía aeronáutica y
los juzgados, que Alcázar ha valorado como "histórica" y en la que participaron líderes políticos y sindicales.
Por su parte, la concejala de Cultura de Getafe, Raquel Alcázar ha indicado que, con esta invitación, pretende
que el pregón de las fiestas "vuelva a ser de los vecinos" de la localidad.
El Ayuntamiento ha destacado que los ocho sindicalistas lo son, además de haber trabajado en el municipio.
EFE
jmb/scr
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Nathalie Tutundjian
EXM COMPANY
On behalf of Airbus Communications
Media Relations - GDM
Mobile : +33 (0)6 78 459 729
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