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Est ce que les compagnies peuvent appliquer des supplément Kérosène, même si les billets ont été acheté il y a longtemps ?
Quelles sont les conditions pour qu'elle puissent faire ça ?

il me semble qu'ils ont des assurances pour se couvrir sur les taux de change et le prix du carbu, et ils peuvent egalement compter du carbu en rab' pour le revendre a destination mais bonne question

Même si en effet ça serait juste ( ), les compagnies ne peuvent pas modifier le prix, les charges ou les taxes d'un billet vendu.

 
Revendre à destination?!? Voler avec un surplus de carburant pour ne pas avoir à en acheter ou en acheter moins à destination oui, mais le revendre il ne me semble pas.

Ah bizarre, pourtant il y a eu des cas comme ça par le passé.

https://lanouvelletribune.info/2026 [...] la-russie/
 
la gaffe bête

 
Habituel chez les russes, ils ont bien abattu un avion de ligne.

Ça se fait de base pour les aérodromes isolés mais si, tu peux faire du cargo fuel, je laisse les pilotes répondre

Topic voyages aeriens

Voler à 3km d'une usine d'Iskander aussi

La boulette!
 

Les voyagistes le font, pas les compagnies.

Oui elle est surement tombée au sol au moment de l'impact pendant que l'avion continuait sa route

 
Non d’après le NTSB

 
Comme quoi, mettez bien vos ceintures.

séquelles mentales à vie par contre

 
Vu la vitesse lors de l'impact, même en "tombant au sol" elle a eu de la chance de s'en sortir avec des blessures relativement mineures.

The air traffic controller cleared the fire truck onto the runway. Seconds later, the same controller screamed “stop, stop, stop.” The plane was doing 93 to 105 mph.
 
Both pilots are dead.
 
Everyone will frame this as controller error. One controller was simultaneously managing a United flight that aborted takeoff after an anti-ice warning, dispatching a fire truck across an active runway, and sequencing an inbound Air Canada landing at highway speed. At 11:40 PM. On a mandatory overtime shift at a facility that has been understaffed for years.
 
A system that assigns one person that workload will produce exactly this outcome. The only variable is when.
 
The FAA is short approximately 3,000 controllers. The headcount dropped 13% from 2010 to 2024 while flight volume rose 10%. Over 40% of the FAA’s 290 terminal facilities are understaffed. The New York TRACON, which manages the most congested airspace in America across LaGuardia, JFK, and Newark, has been chronically below target. Newark was operating at 59% of its staffing goal. LaGuardia handles 900 flights a day.
 
The hiring pipeline is broken at every stage. Only 2% of applicants complete the full process. Training takes up to 6 years. The FAA Academy in Oklahoma City is a bottleneck, with roughly 35% of trainees washing out. Congress blocked legislation to build a second academy. In one recent hiring cycle, the FAA brought on 1,512 candidates and lost 1,300 in the same window. Net gain: around 160 controllers for an entire country.
 
Three things need to happen and everyone who can make them happen has known for years.
 
Congress needs to fund and authorize a second FAA training academy. One facility in Oklahoma City cannot produce enough controllers for 900 million annual passengers. Members of Congress from Oklahoma have actively blocked this. That needs to end yesterday.
 
The FAA needs to cut certification time. Six years from application to fully certified controller is absurd. The agency’s own data shows tower simulators reduce certification time by 27%. They’ve installed them at 95 facilities. That should be every facility, and the simulated hours should count toward more of the certification requirement.
 
The FAA needs to stop plugging staffing gaps with mandatory overtime. Controllers at understaffed facilities are working six-day weeks rotating between morning, mid, and night shifts. The NTSB has flagged fatigue repeatedly. The controller last night was managing overlapping emergencies during a nighttime operation. Overtime is not a staffing plan. It’s a countdown to the next runway collision.
 
The controller said “I messed up” to a Frontier pilot who watched the whole thing. The pilot responded “No man, you did the best you could.”
 
One of them is right. The answer determines whether this happens again.
 
 
source : https://x.com/aakashgupta/status/20 [...] 75624?s=20

We did this

“I messed up” et “you did the best you could" ne sont pas antinomiques