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Subject:
From:
Eric CHRISTISON <[log in to unmask]>
Reply To:
TechNet E-Mail Forum <[log in to unmask]>, Eric CHRISTISON <[log in to unmask]>
Date:
Thu, 4 Jun 2009 10:32:06 +0100
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Thanks Brian,

Very well said.



Brian Ellis wrote:
> I think it ill-becomes any of us to speculate on the cause of this 
> tragic accident or to follow the equally speculative sequence of 
> events. and especially the implication of it being a European plane. A 
> few years ago, before I retired, I was in contact with experts in both 
> Boeing and Airbus about lead-free reliability. I was informed that 
> they had a common study group and that much of the avionics used was 
> common to both makers. My interlocutors were the Boeing Director of 
> Environmental Affairs and Senior Scientist of International SHEA
>
> Until (if ever) we have facts about this accident, IMHO, we would be 
> wiser to stop the speculation which really amounts to nothing but 
> SCUTTLEBUTT and GOSSIP.
>
> Brian
>
> Ken Bloomquist wrote:
>> Hi Genny,
>>
>> I just read this from the weather site that was mentioned earlier:
>>
>> Hello Tim,   Check out "tin whiskers" in Google  Some enlightening
>> information there  My cousin works for BAE Systems, and has some 
>> theories on
>> this&   His words, "The first aircraft to be 100% completely ROHS 
>> compliant.
>> (NO LEAD in the solder.) I said it 5 years back.. They could not give 
>> me a
>> book of unlimited flight coupons on this craft...   I'd swap it for a 
>> D90.
>> :)   http://news.yahoo.com/s/ap/brazil_plane
>> Be well!
>> Jim H---
>>
>> The web site where I got this was 
>> http://www.weathergraphics.com/tim/af447/
>> KennyB
>>
>> -----Original Message-----
>> From: Genny Gibbard [mailto:[log in to unmask]] Sent: 
>> Wednesday, June 03, 2009 9:44 AM
>> To: [log in to unmask]
>> Subject: Re: [TN] Test
>>
>> So was the Airbus 330 leadfree or not?  I was trying to google it and
>> wasn't finding any info on that, other than the one comment on that
>> link. 
>>
>> Genny
>>
>> -----Original Message-----
>> From: TechNet [mailto:[log in to unmask]] On Behalf Of Steve Gregory
>> Sent: June 3, 2009 10:02 AM
>> To: [log in to unmask]
>> Subject: Re: [TN] Test
>>
>> Everyone passed (GRIN). Why I did the test was because I was trying to
>> post a message about the AF447 crash and my message kept getting kicked
>> back with this:
>>
>> Your message did not reach some or all of the intended recipients.
>>
>>       Subject:    [TN] Off-topic Discussion; AF447 Crash
>>       Sent:    6/3/2009 10:12 AM
>>
>> The following recipient(s) could not be reached:
>>
>>       [log in to unmask] on 6/3/2009 10:12 AM
>>             There was a SMTP communication problem with the recipient's
>> email server.  Please contact your system administrator.
>>             <OWA.OAIELECTRONICS.COM #5.5.0 smtp;550 Denied by policy.>
>>
>>
>> Let's see if I can post it in this reply...
>>
>> While it may never be known what caused the tragic crash of AF447, it
>> raises some real questions about what happened.
>>  
>> Having flown for over 12-years while in the Navy, any big accident
>> attracts my attention because of my interest in aviation. I've been
>> following this event quite closely to try and learn what might have
>> happened, and learned that there have been several incidents involving
>> failures of the ADIRU (Air Data Inertial Reference Unit) on A320's,
>> other A330's, and 777's that caused the aircraft to depart controlled
>> flight. Below is from a link about the AF447 crash that I was reading:
>>  
>> "Air France reported, that they had received an automatic message from
>> the airplane reporting an electrical short circuit and the failure of
>> multiple systems at 02:14Z. Air Traffic Control as well as Military
>> Stations along the Atlantic coast of South America, Africa, Portugal,
>> Spain and France have been alerted and attempted to contact the airplane
>> without success. Attempts to locate the airplane using civil and
>> military radars from both west and east coasts (including France) of the
>> Atlantic also proved unsuccessful. The airplane entered service in 2005
>> and had accumulated 18870 flights hours. The captain had 11700 flight
>> hours, one of the first officers had 3000, the other 6600 flight hours.
>>
>> Sources within Air France reported, that the automatic message did not
>> only report an electrical short circuit, but also the loss of cabin
>> pressure. This information has been confirmed by FAB, who also stated,
>> that the position of the airplane was given as N3.5777 W30.3744 in that
>> message.
>>
>> New information provided by sources within Air France suggests, that the
>> ACARS messages of system failures started to arrive at 02:10Z
>> indicating, that the autopilot had disengaged and the fly by wire system
>> had changed to alternate law. Between 02:11Z and 02:13Z a flurry of
>> messages regarding ADIRU and ISIS faults arrived, at 02:13Z PRIM 1 and
>> SEC 1 faults were indicated, at 02:14Z the last message received was an
>> advisory regarding cabin vertical speed. That sequence of messages could
>> not be independently verified."
>>
>> Then I was reading the comments this gentleman received after his
>> meteorogical analysis of the weather conditions at the time of the
>> crash:
>>
>> http://www.weathergraphics.com/tim/af447/
>>  
>> and up popped the topic of lead-free. You'll see that in the comments.
>>  
>>
>> Then I found this from an article that Mike Buetow wrote back in 2004:
>>
>>
>> "The sky was the limit for lead-free, literally. Declarations from
>> Europe and elsewhere led us to believe that electronics for military and
>> aerospace applications would be exempt from bans on lead. Suppliers to
>> companies in those sectors were flying high, believing that under the EU
>> directives (WEEE and RoHS) they were off the radar.
>>
>> None of that is stopping Airbus from taking a closer look, querying its
>> suppliers on their use of lead and other materials on the EU hit list.
>> In a Jan. 9 letter, a copy of which was obtained by PCD&M, Airbus France
>> director of procurement quality and supply chain equipment Jean-Philippe
>> Bedos explained: "For Airbus, both directives and the associated
>> planning are applicable."
>>
>> By contract, the European airplane consortium prohibits its equipment
>> suppliers from using materials "forbidden by national and international
>> regulations, or likely to be...." The statement clearly implies WEEE and
>> RoHS. With that in mind, Airbus submitted to its suppliers a 46-question
>> form asking about lead use. Responses, wrote Bedos, will be analyzed by
>> Airbus and "will initiate an exchange and a follow up of your process
>> and the possible corrective actions to mitigate the risks."
>>
>> That's not all. The consortium is also putting the onus for end-of-life
>> disposal squarely on its suppliers. In an October presentation by Airbus
>> UK's environmental affairs coordinator, a slide listing environmental
>> requirements for Airbus' suppliers included this statement: "In
>> particular for electrical and electronic equipment, supplier
>> responsibility for the elimination of the corresponding waste at the end
>> of life of the delivered product including packaging, unless otherwise
>> agreed with Airbus." (Ever tried to throw out a plane? It's not as easy
>> as it looks.)
>>
>> For products delivered after July 1, 2006, Airbus is mandating its
>> suppliers attest in writing that their products contain no lead, cadmium
>> or other substances (including polybrominated biphenyls, or PBBs; and
>> polybrominated dephenyl ethers, or PBDEs) banned per the RoHS Directive.
>> And if Airbus succumbs, it says here it's only a matter of time until
>> Boeing, Lockheed Martin, Northrop Grumman and the other primes follow.
>>
>> ...For now, confusion reigns. Will it end before airplane parts rain,
>> too?"
>>
>>
>> So, it begs the question; COULD this have something to do with lead-free
>> avionics?  
>> Steve
>>  
>> P.S. During my searches, I ran across this. If you're into aviation,
>> you'll like it.
>>  
>> http://www.gillesvidal.com/blogpano/cockpit1.htm
>>
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-- 
Eric Christison Msc
Mechanical Engineer
Consumer & Micro group
Imaging Division

STMicroelectronics (R&D) Ltd
33 Pinkhill
Edinburgh EH12 7BF
United Kingdom

Tel:	+44 (0)131 336 6165
Fax:	+ 44 (0)131 336 6001

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