El Al flight 324 from Paris to Tel Aviv was escorted to Israel by air force fighter planes before its 8 P.M. landing last night due to suspicions a bomb had been placed onboard. The event proved a false alarm.
After landing, the Boeing 767 carrying 237 passengers parked far from the terminal, and passengers were bused to the main terminal and went through a security check. El Al technical staff, meanwhile, examined the plane for a bomb. Advertisement
"We saw fighter planes from the windows. The captain explained to us what was happening," said a passenger.
A few days ago, Israeli security authorities received a warning that a bomb might be placed on the flight, and alerted their French counterparts. Strict security measures were taken even before the plane took off from Charles de Gaulle Airport, and French warplanes escorted the plane until it left French airspace.
The other countries along the plane's route were notified, and they all chose to have the plane escorted.
Israeli authorities implemented the standard procedures in such cases, even though Israeli security authorities believed the event was a false alarm, particularly in light of the severe security measures taken in Paris, Haaretz has learned.
In general, fighters escort a commercial flight in cases of suspected hijackings to direct the plane or prevent it from flying to other destinations. If the authorities had truly suspected a bomb had been placed onboard, the plane would have been directed to make an emergency landing on the way.
Zeev Sarig, the managing director of Ben-Gurion Airport, told Haaretz yesterday: "In order to rule out any possibility [of a bomb], we conducted examinations of the passengers and the plane, to ensure the plane was clean. The process was carried out with no problems."
This is not the first time in recent years that air force jets were scrambled to escort commercial flights on their way to Israel, whether for fears of hijackings or false alarms of bombs placed onboard.
For example, a Lufthansa flight was forced to land in Larnaca, Cyprus in 2004 after an anonymous caller phoned the airline's offices in Germany and warned of a bomb onboard. Lufthansa said the caller spoke in and Arabic accent. After being checked, the plane was allowed to continue to Israel.
http://www.haaretz.com/hasen/spages/1024188.html
Fonte: Flight Safety Information 25/09/2008.
segunda-feira, 29 de setembro de 2008
FAA to help airlines install crash-avoidance equipment
Skywest Airlines, US Airways and Southwest Airlines will get $600,000 each to help pay for systems designed to help prevent runway incursions.
Three airlines that operate at Los Angeles International Airport will install safety equipment in their cockpits designed to reduce runway near misses, the Federal Aviation Administration announced Wednesday.
The FAA will provide $600,000 each to Skywest Airlines, US Airways and Southwest Airlines to help pay for cockpit systems that show pilots their precise locations at airports and provide them with information about the runways they are entering, crossing or departing from.
Research by the FAA and the airline industry shows that the technology would have eliminated 44% of the serious runway incursions nationwide that were caused by pilot error between 2004 and '08.
Incursions occur when pilots fail to stop at hold lines on taxiways that lead to runways. Aircraft that stray too far present a risk of collision with other planes.
FAA officials say the so-called "electronic flight bags," which include a map display and an alerting system, will be particularly useful to pilots at night, during poor weather or when flight crews are not familiar with the layout of an airport.
"This technology is on every pilot's wish list. It's going to be a big boost for runway safety," said Bobby Sturgell, the FAA's acting administrator. "As a former airline pilot myself, I can tell you that putting these systems in the cockpit will raise situational awareness considerably."
The FAA has agreed to help fund the systems in exchange for information from the airlines that will help the agency evaluate the effectiveness of the system. Under the agreement, each airline will install the technology in 20 aircraft by May 15, 2009.
The $600,000 grants are part of a $5-million program by the FAA to help equip cargo and passenger carriers with the new technology, especially at major airports with runway safety issues.
http://www.latimes.com/news/local/la-me-lax25-2008sep25,0,138932.story
Fonte: Flight Safety Information 25/09/2008.
Three airlines that operate at Los Angeles International Airport will install safety equipment in their cockpits designed to reduce runway near misses, the Federal Aviation Administration announced Wednesday.
The FAA will provide $600,000 each to Skywest Airlines, US Airways and Southwest Airlines to help pay for cockpit systems that show pilots their precise locations at airports and provide them with information about the runways they are entering, crossing or departing from.
Research by the FAA and the airline industry shows that the technology would have eliminated 44% of the serious runway incursions nationwide that were caused by pilot error between 2004 and '08.
Incursions occur when pilots fail to stop at hold lines on taxiways that lead to runways. Aircraft that stray too far present a risk of collision with other planes.
FAA officials say the so-called "electronic flight bags," which include a map display and an alerting system, will be particularly useful to pilots at night, during poor weather or when flight crews are not familiar with the layout of an airport.
"This technology is on every pilot's wish list. It's going to be a big boost for runway safety," said Bobby Sturgell, the FAA's acting administrator. "As a former airline pilot myself, I can tell you that putting these systems in the cockpit will raise situational awareness considerably."
The FAA has agreed to help fund the systems in exchange for information from the airlines that will help the agency evaluate the effectiveness of the system. Under the agreement, each airline will install the technology in 20 aircraft by May 15, 2009.
The $600,000 grants are part of a $5-million program by the FAA to help equip cargo and passenger carriers with the new technology, especially at major airports with runway safety issues.
http://www.latimes.com/news/local/la-me-lax25-2008sep25,0,138932.story
Fonte: Flight Safety Information 25/09/2008.
FedEx to begin HUD EFVS installations this month
FedEx Express is ready to begin installing on its Boeing MD-10s a newly certified head-up display (HUD) and infra-red vision system which will become standard cockpit equipment across the cargo carrier's entire 362-aircraft fleet by 2015.
FedEx managing director of strategic projects Joel Murdock told last week's Cargo Facts aircraft symposium in Miami the Memphis-based carrier will begin installing a new HUD with enhanced flight vision system (EFVS) technology on its MD-10 fleet by the end of September. He says when the first HUD EFVS-equipped MD-10 is placed into revenue service later this year it will mark the start of an eight-year effort, which will conclude in 2015 when the last aircraft in FedEx's fleet is slated to be equipped with the new flight safety technology.
FedEx in June announced it had secured FAA certification authorizing the new system for the MD-10. Murdoch says the FAA has since also certified the system for the Boeing MD-11. He notes FedEx intends to later certify the system for the Airbus A300, Airbus A310, Boeing 757 and Boeing 777.
Murdock says each certification effort will take about one year to complete. Once certification is achieved, it will take another two to three years to complete installations on each aircraft type.
FedEx currently operates 362 aircraft, which it uses to serve 220 countries and transport 3.5 million packages per day, says Murdock. This includes a mix of MD-11s, MD-10s, A300s, A310s as well as McDonnell Douglas DC-10s and Boeing 727s.
FedEx plans to convert its remaining DC-10s into MD-10s and has just begun replacing its 727s with 757s.
FedEx placed into service the first of 87 Singapore Technologies-converted 757 freighters in July and plans to put another three into service this month. Murdock says it was too early in the HUD-EVS programme to have the 757s outfitted with the technology during the conversion process so the fleet will instead be retrofitted early next decade.
FedEx also has 15 777 freighters on order, which will also have to be retrofitted later with the HUD-EFVS cockpit. Murdock says the first 777 will be placed into service next September.
FedEx has been looking at introducing new avionics combining the latest in HUD and EFVS technology since the late 1990s. After working closely with Gulfstream, which is considered the world's pioneer in integrating these types of technologies, FedEx in 2003 chose to combine a HUD supplied by Honeywell with an infra-red vision system featuring EFVS technology from Elbit System's Kollsman unit. Certification for the MD-10 was originally scheduled for 2006.
While enhanced and synthetic vision has already become the latest rage in the business aviation community, FedEx is poised to be the first airline in the world to use the new technology.
Murdock says the company's "magic windows program" will allow FedEx pilots to land below normal minimums in zero visibility conditions during the day and night. This will significantly improve the reliability of FedEx's operation as it operates into several airports which are often covered by fog or haze.
"This technology sees through [fog and haze] with no problems," Murdock says. "We really feel this technology will be a big benefit for us."
Murdock says the system allows the captain to be "head up" for the entire landing while the first officer looks out the windshield. On the captain's HUD, infra-red images from the EFVS are displayed showing real-life conditions, including the location of terrain.
Once 50ft above the runway, a small cross appears on the HUD which guides the captain down for a perfect touchdown even if the first officer still cannot see the runway out the windshield. Guidance is even provided to allow the captain to compensate for gusty or crosswind conditions.
Source: Air Transport Intelligence news
Fonte: Flight Safety Information 25/09/2008.
FedEx managing director of strategic projects Joel Murdock told last week's Cargo Facts aircraft symposium in Miami the Memphis-based carrier will begin installing a new HUD with enhanced flight vision system (EFVS) technology on its MD-10 fleet by the end of September. He says when the first HUD EFVS-equipped MD-10 is placed into revenue service later this year it will mark the start of an eight-year effort, which will conclude in 2015 when the last aircraft in FedEx's fleet is slated to be equipped with the new flight safety technology.
FedEx in June announced it had secured FAA certification authorizing the new system for the MD-10. Murdoch says the FAA has since also certified the system for the Boeing MD-11. He notes FedEx intends to later certify the system for the Airbus A300, Airbus A310, Boeing 757 and Boeing 777.
Murdock says each certification effort will take about one year to complete. Once certification is achieved, it will take another two to three years to complete installations on each aircraft type.
FedEx currently operates 362 aircraft, which it uses to serve 220 countries and transport 3.5 million packages per day, says Murdock. This includes a mix of MD-11s, MD-10s, A300s, A310s as well as McDonnell Douglas DC-10s and Boeing 727s.
FedEx plans to convert its remaining DC-10s into MD-10s and has just begun replacing its 727s with 757s.
FedEx placed into service the first of 87 Singapore Technologies-converted 757 freighters in July and plans to put another three into service this month. Murdock says it was too early in the HUD-EVS programme to have the 757s outfitted with the technology during the conversion process so the fleet will instead be retrofitted early next decade.
FedEx also has 15 777 freighters on order, which will also have to be retrofitted later with the HUD-EFVS cockpit. Murdock says the first 777 will be placed into service next September.
FedEx has been looking at introducing new avionics combining the latest in HUD and EFVS technology since the late 1990s. After working closely with Gulfstream, which is considered the world's pioneer in integrating these types of technologies, FedEx in 2003 chose to combine a HUD supplied by Honeywell with an infra-red vision system featuring EFVS technology from Elbit System's Kollsman unit. Certification for the MD-10 was originally scheduled for 2006.
While enhanced and synthetic vision has already become the latest rage in the business aviation community, FedEx is poised to be the first airline in the world to use the new technology.
Murdock says the company's "magic windows program" will allow FedEx pilots to land below normal minimums in zero visibility conditions during the day and night. This will significantly improve the reliability of FedEx's operation as it operates into several airports which are often covered by fog or haze.
"This technology sees through [fog and haze] with no problems," Murdock says. "We really feel this technology will be a big benefit for us."
Murdock says the system allows the captain to be "head up" for the entire landing while the first officer looks out the windshield. On the captain's HUD, infra-red images from the EFVS are displayed showing real-life conditions, including the location of terrain.
Once 50ft above the runway, a small cross appears on the HUD which guides the captain down for a perfect touchdown even if the first officer still cannot see the runway out the windshield. Guidance is even provided to allow the captain to compensate for gusty or crosswind conditions.
Source: Air Transport Intelligence news
Fonte: Flight Safety Information 25/09/2008.
NTSB investigates electrical anomaly in American 757 diversion
US National Transportation Safety Board (NTSB) officials in Chicago yesterday began investigating what forced an American Airlines Boeing 757-200 with seven crew and 187 passengers enroute from Seattle to New York JFK to stop short and overrun its landing after diverting to O'Hare Monday afternoon.
According to the FAA, the pilots of American Flight 268 reported an electrical issue while enroute and requested to divert to O'Hare. After landing on Runway 22R at O'Hare, the aircraft came to rest on the left side of the overrun area with its nose gear and left main gear in the grass, where passengers deplaned using portable stairs.
American Airlines says it continues to investigate the source of the electrical problem and that the aircraft remains out of service.
The FAA says no one was injured during the incident Monday.
http://www.flightglobal.com/articles/2008/09/24/316394/ntsb-investigates-electrical-anomaly-in-american-757.html
Fonte: Flight Safety Information 25/08/2008.
According to the FAA, the pilots of American Flight 268 reported an electrical issue while enroute and requested to divert to O'Hare. After landing on Runway 22R at O'Hare, the aircraft came to rest on the left side of the overrun area with its nose gear and left main gear in the grass, where passengers deplaned using portable stairs.
American Airlines says it continues to investigate the source of the electrical problem and that the aircraft remains out of service.
The FAA says no one was injured during the incident Monday.
http://www.flightglobal.com/articles/2008/09/24/316394/ntsb-investigates-electrical-anomaly-in-american-757.html
Fonte: Flight Safety Information 25/08/2008.
terça-feira, 23 de setembro de 2008
NTSB investigating runway incursion in Allentown, PA.
National Transportation Safety Board
Washington, DC 20594
September 22, 2008
The National Transportation Safety Board is investigating a runway incursion Friday evening in Allentown, Pennsylvania involving a general aviation aircraft and a Chicago-bound regional jet airliner.
At 7:45 p.m. on September 19, a Cessna R172K (N736GV) was on a landing roll on runway 6 at the Lehigh Valley International Airport when the pilot was instructed to exit the runway at taxiway A4. Mesa Airlines flight 7138, a CRJ-700 (N506MJ), already instructed to position and hold on the same runway, was then given clearance by the same controller to take off.
During the takeoff roll, the Mesa crew heard the Cessna pilot say that he'd missed the taxiway A4 turnoff and ask to exit at taxiway B. The Mesa crew saw the Cessna ahead on the runway and aborted the takeoff at about 120 knots, swerving around the Cessna.
The Mesa crew estimated that they missed colliding with the Cessna by about 10 feet.
Night visual meteorological conditions prevailed, and there were no reported injuries to the 60 persons aboard the jet or those aboard the Cessna.
Fonte: NTSB 23/09/2008.
Washington, DC 20594
September 22, 2008
The National Transportation Safety Board is investigating a runway incursion Friday evening in Allentown, Pennsylvania involving a general aviation aircraft and a Chicago-bound regional jet airliner.
At 7:45 p.m. on September 19, a Cessna R172K (N736GV) was on a landing roll on runway 6 at the Lehigh Valley International Airport when the pilot was instructed to exit the runway at taxiway A4. Mesa Airlines flight 7138, a CRJ-700 (N506MJ), already instructed to position and hold on the same runway, was then given clearance by the same controller to take off.
During the takeoff roll, the Mesa crew heard the Cessna pilot say that he'd missed the taxiway A4 turnoff and ask to exit at taxiway B. The Mesa crew saw the Cessna ahead on the runway and aborted the takeoff at about 120 knots, swerving around the Cessna.
The Mesa crew estimated that they missed colliding with the Cessna by about 10 feet.
Night visual meteorological conditions prevailed, and there were no reported injuries to the 60 persons aboard the jet or those aboard the Cessna.
Fonte: NTSB 23/09/2008.
"It’s the Little Things That Matter"
Robert A. Sturgell, Montreal, Canada September 18, 2008
American Bar Association Air and Space Law Forum
Good afternoon, everyone. I want to thank Nancy [LoBue]for those kind words just now, and for the leadership she’s shown as your chair. I know you all won’t miss a beat when Renee [Martin-Nagle]takes the helm next year.
I have to admit to feeling an overwhelming sense of deja vu. If it seems like just yesterday when I was in Montreal, well, maybe because it was. Actually, it was ten days ago, for the ICAO conference on air traffic modernization. It’s great to be back with President Kobeh in the city where the roots of aviation run deep.
The purpose of my visit then was to talk about the coming together of the two most advanced aviation systems in the world — America and Europe. We’re both heading into a critical phase of meshing our future technology and airspace systems. We call our new system “NextGen.” Europe calls theirs “SESAR.” [Single European Sky ATM Research].
As part of our NextGen efforts, you’ve seen us focus on congestion and, in particular, the redesign of the New York airspace.
I like to call these initiatives our “full attorney employment” initiatives, because I think collectively — between the airspace redesign and our market-based auctions — we have about twenty-something lawsuits filed against us. And the number’s rising by the hour.
Humor aside, as I thought about what to discuss with this group, New York is a microcosm of some of the issues that we face going forward, from both an operations and policy perspective.
Collectively, we have to figure out how to keep moving forward on infrastructure projects — new runways, new taxiways, terminals, and airports.
Operationally, we have to find ways to better utilize existing infrastructure, accelerate technology and better design airspace.
From a policy perspective, how do we maintain competition when there’s no additional capacity?
And what are the best ways to manage congestion?
Beyond New York, there are other policy issues yet to be resolved:
Confidentiality of data and data-sharing.
How to resolve fatigue issues and move to a framework that’s based more on the science?
Should our efforts in commercial space adopt industry-consensus standards similar to the Light Sport Aircraft?
FAA oversight — How do we keep up with this ever-evolving industry?
What’s the best way to certify and introduce new technology and aircraft in a manner that further improves aviation safety?
And what’s the best approach for financing the FAA in a way that’s fair and ensures stable, reliable funding?
All of these topics are a speech to themselves, and we ought to be able to debate them in a thorough, constructive manner — not through sound bites and political rhetoric.
The system is too important to the collective good of this nation.
Especially in this time of change and struggle for the carriers in every location, we recognize the challenges the industry is going through, what with the fuel crisis, the financial straits and the cuts in service to small communities.
In the here and now, we’re working with the airports and the airlines to ease the sting.
For example, this past summer, with fuel prices going through the roof, I met with a couple dozen industry executives — a “fuel forum” — to talk about where things stand and what to do about it. We discussed new procedures and other steps that the carriers can take to lower their fuel bill. Not ten years from now, but things they can do right now.
But, today, I want to hold off on the policy issues and take a little different approach.
I’d like to talk about a safety issue that we’ve tackled with renewed energy. The heart of the issue is the intersection of humans and technology. It’s a collective liability for all of us, and I need your help in working with the industry to make further improvements — runway safety.
You may remember the call to action we convened last year with the stakeholders to get the incursion numbers down.
At the FAA, we’ve spent millions on new technology. We’ve repainted runway markings. And we’ve installed runway status lights that act like traffic signals.
The airlines are doing their part too, training pilots on the need for constant vigilance in the cockpit, changing procedures, changing checklists.
And it’s clear that despite all that we’ve done, attention is not focused where it needs to be. As a matter of fact, I just sent another letter to the airline CEOs asking them to ratchet up situational awareness once again.
We’ve taken the human out of the loop with things like autopilot, but machines aren’t the answer. If they were, my DVD player wouldn’t always be flashing 12 o’clock.
I’d like to illustrate the scenario with some video.
The pilot is told to hold short. Roger that. The controller repeats the instruction. The pilot repeats it for the second time — and then he rolls onto an active runway.
Instruction. Confirmation. Instruction. Confirmation. Then an incursion. What do you say when the correct instructions are given twice? When we’ve made all these efforts, and it comes down to this?
As you can see, human-in-the-loop issues are everyone’s problem. They are our collective liabilities.
And since you are all part of the industry, and you deal with the airlines and the stakeholders, I need your help — help me solve these human-in-the-loop issues. What can we do to further enhance safety when we’ve maxed out on technology — whether it’s for pilots, controllers or vehicle drivers?
As a former airline pilot, I am concerned that certain business practices, such as cleaning up as pilots are taxiing in, can exacerbate the problem. This is a liability none of us needs.The safety record of commercial flying is extremely high, but it’s no accident or miracle. It’s because we’ve been paying attention to the little details. A safety record like ours requires the continued, sustained attention of an entire industry on the little things. Thank you.
Fonte: FAA 23/09/2008.
American Bar Association Air and Space Law Forum
Good afternoon, everyone. I want to thank Nancy [LoBue]for those kind words just now, and for the leadership she’s shown as your chair. I know you all won’t miss a beat when Renee [Martin-Nagle]takes the helm next year.
I have to admit to feeling an overwhelming sense of deja vu. If it seems like just yesterday when I was in Montreal, well, maybe because it was. Actually, it was ten days ago, for the ICAO conference on air traffic modernization. It’s great to be back with President Kobeh in the city where the roots of aviation run deep.
The purpose of my visit then was to talk about the coming together of the two most advanced aviation systems in the world — America and Europe. We’re both heading into a critical phase of meshing our future technology and airspace systems. We call our new system “NextGen.” Europe calls theirs “SESAR.” [Single European Sky ATM Research].
As part of our NextGen efforts, you’ve seen us focus on congestion and, in particular, the redesign of the New York airspace.
I like to call these initiatives our “full attorney employment” initiatives, because I think collectively — between the airspace redesign and our market-based auctions — we have about twenty-something lawsuits filed against us. And the number’s rising by the hour.
Humor aside, as I thought about what to discuss with this group, New York is a microcosm of some of the issues that we face going forward, from both an operations and policy perspective.
Collectively, we have to figure out how to keep moving forward on infrastructure projects — new runways, new taxiways, terminals, and airports.
Operationally, we have to find ways to better utilize existing infrastructure, accelerate technology and better design airspace.
From a policy perspective, how do we maintain competition when there’s no additional capacity?
And what are the best ways to manage congestion?
Beyond New York, there are other policy issues yet to be resolved:
Confidentiality of data and data-sharing.
How to resolve fatigue issues and move to a framework that’s based more on the science?
Should our efforts in commercial space adopt industry-consensus standards similar to the Light Sport Aircraft?
FAA oversight — How do we keep up with this ever-evolving industry?
What’s the best way to certify and introduce new technology and aircraft in a manner that further improves aviation safety?
And what’s the best approach for financing the FAA in a way that’s fair and ensures stable, reliable funding?
All of these topics are a speech to themselves, and we ought to be able to debate them in a thorough, constructive manner — not through sound bites and political rhetoric.
The system is too important to the collective good of this nation.
Especially in this time of change and struggle for the carriers in every location, we recognize the challenges the industry is going through, what with the fuel crisis, the financial straits and the cuts in service to small communities.
In the here and now, we’re working with the airports and the airlines to ease the sting.
For example, this past summer, with fuel prices going through the roof, I met with a couple dozen industry executives — a “fuel forum” — to talk about where things stand and what to do about it. We discussed new procedures and other steps that the carriers can take to lower their fuel bill. Not ten years from now, but things they can do right now.
But, today, I want to hold off on the policy issues and take a little different approach.
I’d like to talk about a safety issue that we’ve tackled with renewed energy. The heart of the issue is the intersection of humans and technology. It’s a collective liability for all of us, and I need your help in working with the industry to make further improvements — runway safety.
You may remember the call to action we convened last year with the stakeholders to get the incursion numbers down.
At the FAA, we’ve spent millions on new technology. We’ve repainted runway markings. And we’ve installed runway status lights that act like traffic signals.
The airlines are doing their part too, training pilots on the need for constant vigilance in the cockpit, changing procedures, changing checklists.
And it’s clear that despite all that we’ve done, attention is not focused where it needs to be. As a matter of fact, I just sent another letter to the airline CEOs asking them to ratchet up situational awareness once again.
We’ve taken the human out of the loop with things like autopilot, but machines aren’t the answer. If they were, my DVD player wouldn’t always be flashing 12 o’clock.
I’d like to illustrate the scenario with some video.
The pilot is told to hold short. Roger that. The controller repeats the instruction. The pilot repeats it for the second time — and then he rolls onto an active runway.
Instruction. Confirmation. Instruction. Confirmation. Then an incursion. What do you say when the correct instructions are given twice? When we’ve made all these efforts, and it comes down to this?
As you can see, human-in-the-loop issues are everyone’s problem. They are our collective liabilities.
And since you are all part of the industry, and you deal with the airlines and the stakeholders, I need your help — help me solve these human-in-the-loop issues. What can we do to further enhance safety when we’ve maxed out on technology — whether it’s for pilots, controllers or vehicle drivers?
As a former airline pilot, I am concerned that certain business practices, such as cleaning up as pilots are taxiing in, can exacerbate the problem. This is a liability none of us needs.The safety record of commercial flying is extremely high, but it’s no accident or miracle. It’s because we’ve been paying attention to the little details. A safety record like ours requires the continued, sustained attention of an entire industry on the little things. Thank you.
Fonte: FAA 23/09/2008.
Jet runs off airstrip in Ecuador; none hurt
QUITO, Ecuador (AP) — A passenger jet carrying more than 60 people ran off an airstrip in the Ecuadorean capital on Monday, skidding some 400 meters (400 yards) and smashing through a brick wall.
None of the 62 passengers or the crew members aboard the Fokker F-28 operated by Ecuadorean airline Icaro were injured, the carrier and Civil Aviation authorities said.
The flight attempted to take off just after 11:00 a.m. (1615 GMT) from Quito's Mariscal Sucre airport en route to the jungle city of El Coca, when it hit a metal antenna at the end of the runway, Ecuavisa television reported.
Civil Defense chief Gustavo Bravo told Sonorama radio that airport firefighters worked to extinguish the beginnings of a fire and then attended to the passengers and crew.
The airport was shut down for an hour, Civil Aviation deputy director Eduardo Larrea said in a news conference. Several flights were delayed, and two Lacsa flights to Costa Rica were canceled.
The cause of the accident was not known.
El Telegrafo newspaper reported that the yellow jet, painted with the logo of the Guayaquil-based Barcelona soccer team, is used to ferry the squad around the country. But there were no players on board, and it was not clear why it was being used for a regular passenger flight.
Icaro and Civil Aviation did not say how many crew members were on board, but local media reported there were six.
Fonte: Flight Safety Information 23/09/2008.
None of the 62 passengers or the crew members aboard the Fokker F-28 operated by Ecuadorean airline Icaro were injured, the carrier and Civil Aviation authorities said.
The flight attempted to take off just after 11:00 a.m. (1615 GMT) from Quito's Mariscal Sucre airport en route to the jungle city of El Coca, when it hit a metal antenna at the end of the runway, Ecuavisa television reported.
Civil Defense chief Gustavo Bravo told Sonorama radio that airport firefighters worked to extinguish the beginnings of a fire and then attended to the passengers and crew.
The airport was shut down for an hour, Civil Aviation deputy director Eduardo Larrea said in a news conference. Several flights were delayed, and two Lacsa flights to Costa Rica were canceled.
The cause of the accident was not known.
El Telegrafo newspaper reported that the yellow jet, painted with the logo of the Guayaquil-based Barcelona soccer team, is used to ferry the squad around the country. But there were no players on board, and it was not clear why it was being used for a regular passenger flight.
Icaro and Civil Aviation did not say how many crew members were on board, but local media reported there were six.
Fonte: Flight Safety Information 23/09/2008.
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