La FAA, l’autorité américaine de l’aviation civile, a publié une directive urgente ordonnant une inspection visuelle des moteurs fabriqués par Engine Alliance (EA) équipant des Airbus A380 après l’incident en vol qui a affecté un appareil d’Air France fin septembre sur la ligne Paris-Los Angeles.
La Federal Aviation Authority (FAA), l’autorité américaine de l’aviation civile, a publié ce vendredi une directive urgente de navigabilité (Emergency Airworthiness Directive, AD), ordonnant une inspection visuelle des moteurs GP7200 fabriqués par Engine Alliance équipant des Airbus A380. Cette décision intervient après la grave avarie de moteur 4 (celui qui est à l’extrémité) qui a affecté un A380 d’Air France qui effectuait la liaison Paris-Los Angeles. Alors que l’appareil survolait le Groenland avec 497 passagers et 24 membres d’équipage à bord, la soufflante, le premier élément tournant à l’avant du moteur, s’est détachée en vol, entraînant avec elle la perte de l’entrée d’air. Après avoir suivi la nouvelle méthode de traitement des pannes FORDEC, l’équipage, qui a été exemplaire, a dérouté l’avion vers l’aéroport de Goose Bay (Canada), où les passagers sont restés 17 heures à bord avant d’être évacués.
Les GP7200 équipent 60% de la flotte A380
La directive concerne tous les A380 équipés de moteurs fabriqués par General Electric et Pratt & Withney au sein de Engine Alliance, et non ceux équipés de moteurs Rolls Royce. 120 appareils, soit environ 60% de la flotte de Super Jumbo dans le monde sont concernés, dont une grande partie de la flotte d’Emirates. Les compagnies doivent effectuer une inspection visuelle de tous les moteurs dans un délai qui dépend du nombre de cycles de vols qu’ils ont accumulés, et « le démontage du cône de soufflante (fan hub, Ndlr) si des dommages ou des défauts sont constatés ». Engine Alliance avait déjà demandé à ses clients de mener une telle inspection sous deux à huit semaines. Cette inspection a débuté chez Air France mais rien n’a été détecté pour l’instant.
Cette directive ne préjuge pas de l’issue de l’enquête de sécurité sur l’accident dirigée par le Bureau d’enquêtes et d’analyses (BEA) français, en liaison avec les autorités danoises, américaines et canadiennes.
L’incident est survenu en phase de poussée
Selon nos informations, à la suite des échanges entre l’équipage et la compagnie mais aussi avec le BEA, aucun signe précurseur sur le moteur 4 n’a été observé au cours du vol. Le grave dommage s’est produit au moment d’un changement d’altitude vers un niveau de vol supérieur. Pour ce faire, l’équipage doit mettre plus de poussée. Sur un vol comme Paris-Los Angeles, les pilotes sont en effet amenés à changer plusieurs fois de niveau car, en raison de l’allègement de l’avion au fur et à mesure qu’il consomme du carburant, ils cherchent toujours à voler au plus près du niveau optimal, celui où le rapport consommation-distance est le plus faible. Le moteur ayant donc cassé à ce moment-là, l’équipage a été contraint de faire descendre l’avion au lieu de le faire monter. La trajectoire a donc été assurée, mais avec un niveau de rétablissement plus bas que celui attendu.
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