que vaut-il mieux, une société qui crée, jouit et déborde de vie, à la limite de la raison ou un monde rationalisé, financiarisé, optimisé ? La musique, le cinéma, la publicité, l’aviation, tous les pans de l’économie sont envahis par des costkillers et financiers un tantinet trop zélés. Face au pragmatisme utile de ces gens de raison, ceux du chiffre, mieux vaut mourir en vie, passionnés et portés par l’envie que finir engoncés, collet monté.
Les financiers quels qu’ils soient devront passer devant le tribunal, un grand, TPI, car ils détruisent les ressorts de la vie.
Ils ont fait de l’argent la seule valeur digne, exit le métier, la passion et l’envie.
Ils ont fait fis de toute morale, de toute humanité.
Ils ont fait dans le sophisme.
Ce sont des pharisiens.

Paris Rio, #AF447 :

“And then there’s the question of why this flight was allowed to go on in the first place in the midst of the deadly storms, when other flights changed their course and took a detour that night to avoid the storms. Traufetter’s article sheds light on that: “Galeão Airport, Rio de Janeiro, 6pm local time: Preparation for takeoff: Captain Marc Dubois, 58, goes through the flight plan of AF 447: He enters a starting weight of 232.757 tons into the on-board computer, 243 kilograms less than the maximum permissible weight for the A330. As well as the passengers’ luggage, the ground crews load 10 tons of freight into the cargo bay. Dubois has more than 70 tons of kerosene pumped into the fuel tanks. That sounds a lot more than it actually is, because the plane consumes up to 100 kilograms of kerosene every minute. The fuel reserves don’t give much leeway.

It’s only by means of a trick that the captain can even reach Paris without going under the legally required minimum reserves of kerosene that must still be in the plane’s tanks upon arrival in the French capital. A loophole allows him to enter Bordeaux — which lies several hundred kilometers closer than Paris — as the fictitious destination for his fuel calculations. “Major deviation would therefore no longer have been possible anymore,” says Gerhard Hüttig, an Airbus pilot and professor at the Berlin Technical University’s Aerospace Institute. If worse came to worst, the pilot would have to stop and refuel in Bordeaux, or maybe even in Lisbon. “But pilots are very reluctant to do something like that,” Hüttig adds. After all, it makes the flight more expensive, causes delays and is frowned upon by airline bosses.

After takeoff, Dubois quickly takes the plane up to a cruising altitude of 35,000 feet (10.6 kilometers), an altitude known as “flight level 350.” According to his kerosene calculations, he has to climb far further, to above 11 kilometers, where the thin air reduces his fuel consumption. It’s not known whether he actually reached this altitude. Three hours after leaving Rio, Captain Dubois contacted Brazilian air traffic control for the last time. “Flight level 350,” he reported. It was to be his last communication with the outside world.”

We don’t need the black box to conclude that the flight’s passengers and crew members were indeed victims of a ‘perfect storm’, not just the actual bad weather, but also the combination of negligence and cost saving measures on part of both Airbus and Air France.” Gauri

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