Hola Hugo y Amigos Cremeros :
les adjunto la ultima informacion de Gol, creo que debemos tranajar mas en el
modelo
de Shell, Reason y SMS,
mis afectos,

NTSB Issues Update On Its Investigation Of Brazilian Midair
Wed, 22 Nov '06

Editor's Note: The National Transportation Safety Board has issued its latest
update
on the board's investigation of the September 29 midair collision over the
Amazon
Jungle of a Gol Airlines Boeing 737 and an Embraer Legacy 600 business jet.

In the update, which follows below, the NTSB says both the Legacy and the
airliner
were cleared to FL370. According to the flight plan filed by the Legacy's
pilots,
however, the bizjet was supposed to descend to FL360, and then climb to FL380,
before
it crossed paths with the Brazilian plane. The pilots did not request either
altitude
change... and ATC did not direct the pilots to move to a different altitude.

The board also found that communications between Brazilian controllers and the
Legacy
became increasingly erratic; at one point, the Embraer's pilots tried to contact
ATC
12 times, without success. Controllers also stopped receiving the Legacy's
transponder
code before the collision.

The government of Brazil has asked the National Transportation Safety Board to
disseminate the following factual information on the progress of its
investigation
into a midair collision over the Brazilian Amazon jungle on September 29, 2006,
between a Boeing 737-800 (PR-GTD) operated by Gol Airlines of Brazil, and an
Embraer
Legacy 600 business jet (N600XL) owned and operated by Excelaire of Long Island,
New
York.

The accident investigation is being conducted under the authority of the
Brazilian
Aeronautical Accident Prevention and Investigation Center (DIPAA). Under the
provisions of ICAO Annex 13, the United States, as state of registry and
operator of
the Excelaire Legacy, and state of manufacture of the Boeing 737 and Honeywell
avionics equipment in both airplanes, has provided an accredited representative
and
technical advisors for the investigation. The U.S. team includes the accredited
representative from the major aviation accident investigations division of the
NTSB,
as well as technical advisors in operations, systems, air traffic control,
flight
recorders, and aircraft performance. Additional technical advisors from Boeing,
Excelaire, Honeywell, and FAA have also been included.



The accident occurred about 4:57 pm Brasilia standard time.

The Boeing 737 was destroyed by in-flight breakup and impact forces; all 154
occupants
were fatally injured. The wreckage of the 737 was located in remote jungle
terrain
with very difficult access. Brazilian military search and rescue personnel have
located the flight recorders and all significant portions of the wreckage except
the
outer portion of the left wing. The Legacy N600XL experienced damage to its left
wing
and left horizontal stabilizer and performed an emergency landing at the
Cachimbo Air
Base, approximately 60 miles northwest of the collision site. There was no
further
damage to the airplane, and the 2 crew members and 5 passengers were not
injured. The
airplane remained at the base and significant components have been tested and
recovered from the aircraft.

Visual meteorological conditions prevailed in the area of the accident. Both
aircraft
were operating on instrument flight rules, on instrument flight plans and
clearances.

The Boeing 737 was a scheduled domestic air carrier flight enroute from the
Eduardo
Gomes International Airport, Manaus, Brazil; to the Presidente Juscelino
Kubitschek
Airport, Brasilia. The Legacy N600XL was enroute from the Prof. Urbano Ernesto
Stumpf
airport, San Jose dos Campos, Brazil (SBSJ), to a stopover in Manaus, and
eventually
enroute back to the U.S. This was Excelaire's initial flight with this aircraft,
taking delivery from the Embraer factory and a planned flight to Excelaire's
home base
in New York.

History of flights:
The Legacy N600XL departed SBSJ at about 2:51 pm. The filed flight plan included
a
routing via the OREN departure procedure to Pocos beacon, then airway UW2 to
Brasilia
VOR (BRS), airway UZ6 to Manaus. The cruise altitude was filed as FL370, with a
planned change to FL360 at BRS, and to FL380 at the TERES navigational fix,
approximately 282 miles north of BRS.

After takeoff, N600XL was issued a number of interim altitudes during climb, all
of
which were read back. The flight was cleared to proceed direct to Araxa VOR (on
airway
UW2), and at 3:11 pm was cleared to climb to FL370. At 3:33 pm, the airplane
leveled
at FL370.

At 3:35 pm, the Boeing 737 departed Eduardo Gomes airport, requesting FL370 as a
cruise altitude, and a routing via UZ6 to BRS. The airplane reached FL370 at
3:58 pm.
There were no anomalies in communications with or radar surveillance of the
Boeing 737
throughout the flight.

At 3:51 pm, an air traffic controller in the Brasilia ACC (CINDACTA 1)
instructed
N600XL to change frequencies to the next controller's sector. The crew of N600XL
reported in on the assigned frequency that the flight was level at FL370. ATC
acknowledged and instructed the crew to "ident" (flash their transponder). Radar
indicates that the ident was observed. This was the last two-way communication
between
N600XL and ATC. At this time the airplane was approximately 40 nautical miles
south of
BRS.

At 3:56pm the Legacy N600XL passed BRS level at FL370. There is no record of a
request
from N600XL to the control agencies to conduct a change of altitude, after
reaching
flight level 370. The airplane made calls, but there is no communication in
which it
requested a change of flight level. There is also no record of any instruction
from
air traffic controllers at Brasilia Center to the aircraft, directing a change
of
altitude.

When the airplane was about 30 miles north-northwest of BRS, at 4:02 pm, the
transponder of N600XL was no longer being received by ATC radar. A transponder
reports
a unique code, aiding radar identification, and provides an accurate indication
of the
airplane's altitude. Additionally, the transponder is a required component for
the
operation of Traffic Collision Avoidance System equipment, commonly called the
TCAS
system.

Between 3:51 pm and 4:26 pm, there were no attempts to establish radio
communications
from either the crew of N600XL or ATC. At 4:26 pm the CINDACTA 1 controller made
a "blind call" to N600XL. Subsequently until 4:53 pm, the controller made an
additional 6 radio calls attempting to establish contact. The 4:53 call
instructed the
crew to change to frequencies 123.32 or 126.45. No replies were received.

There is no indication that the crew of N600XL performed any abnormal maneuvers
during
the flight. Flight Data Recorder information indicates that the airplane was
level at
FL370, on course along UZ6, and at a steady speed, until the collision. Primary
(non-
transponder) radar returns were received corresponding to the estimated position
of
N600XL until about 4:30 pm. For 2 minutes, no returns were received, then
returns
reappeared until 4:38 pm. After that time, radar returns were sporadic.



Beginning at 4:48 pm, the crew of N600XL made a series of 12 radio calls to ATC
attempting to make contact. At 4:53, the crew heard the call instructing them to
change frequencies, but the pilot did not understand all of the digits, and
requested
a repeat. No reply from ATC was received. The pilot made 7 more attempts to
establish
contact.

At 4:56:54 pm the collision occurred at FL370, at a point about 460 nautical
miles
north-northwest of BRS, on airway UZ6.

There was no indication of any TCAS alert on board either airplane, no evidence
of pre-
collision visual acquisition by any flight crew member on either aircraft, and
no
evidence of evasive action by either crew.

Wreckage and damage examination indicates that it is likely the left winglet of
the
Legacy (which includes a metal spar) contacted the left wing leading edge of the
Boeing 737. The impact resulted in damage to a major portion of the left wing
structure and lower skin, ultimately rendering the 737 uncontrollable. Flight
recorder
information ceased at an approximate altitude of 7,887 feet.

After the collision, the crew of N600XL made numerous further calls to ATC
declaring
an emergency and their intent to make a landing at the Cachimbo air base.

At 5:02 pm, the transponder returns from N600XL were received by ATC.

At 5:13 pm, an uninvolved flight crew assisted in relaying communications
between
N600XL and ATC until the airplane established communication with Cachimbo tower.

Investigative activities completed to date:
Flight recorders from both airplanes were recovered and downloaded at the
Transportation Safety Board of Canada (TSB) laboratories. Transcriptions of the
cockpit voice recorders (CVRs) were prepared (the transcript of the Legacy's CVR
was
produced at the NTSB's laboratory in Washington, D.C.) and data from flight data
recorders obtained.

Initial interviews and medical examinations were conducted with the crew of the
Legacy. Air Traffic Control data was gathered. Preliminary tests of the avionics
equipment on the Legacy were performed. Wreckage of the 737 was examined.

Future investigative activity:
Additional investigative work will include laboratory tests of the avionics
components
removed from the Legacy, an examination of the operating procedures of the
avionics,
interviews with ATC personnel, examination of ATC practices and comparison
between
Brazilian and FAA procedures, a technical examination of ATC communication and
surveillance systems, and further examination of the training provided to the
operators.

The Investigator in Charge estimates a 10-month timeline for the investigation.
The
first phase, data gathering is estimated to take approximately 45 days, although
some
further data gathering remains to be completed. Analysis of the data is
estimated to
take 90 days followed by a preliminary report with conclusions 120 days
afterward.

Preparation of the final report and review by involved parties and States is
estimated
at a further 30 days each.

FMI: www.ntsb.gov

Atte, o saluda,

PLINIO
SCL
Chile

Claudio Pandolfi
Sdepto Prevac
DGAC
Chile
562 4392485
cpandolfi@...
www.dgac.cl


---------- Original Message -----------
From: hugo_leimann <hugo_leimann@...>
To: CRMyFFHH@...
Sent: Sat, 28 Oct 2006 21:47:23 -0300
Subject: [CRMyFFHH] el foro silencioso

> Raúl querido y amigos todos,
> No estamos en pane, sino enquilombados con mil problemas cada uno y poco
> tiempo para debatir,. por ejemplo lo que va trascendiendo sobre las fallas
> latentes del GOLxLegacy
>
> Episodicamente ocurre que los más activos del foro quedan atrapados en otros
> proyectos (como en este caso el curso de psicología aeronáutica y factores
> humanos que nos tiene muy acupados) y nos falta tiempo para estar atento a los
> foros y las newsletters y las noticias.
>
> En lo personal estoy alejado de mi "base" y debo conectarme desde algún ciber,
> por lo que les pido me disculpen si no puedo "fogonear" el foro.
>
> Si alguien desea hacerlo, porfa, ADELANTE!!!
>
> Les mando un abrazote
>
> On Sat, 28 Oct 2006 10:58:34 -0300, Raul Carboni <ralp146@...>
wrote:
> > Hola Hugo
> > Permitime que te envie este comentario por este medio
> > Me esta sucediendo algo inusual, no estoy recibiendo mails desde el foro
> > desde hace una semana y no se si sera problema en este equipo,
> > desconfiguracion o desconexion o por que no se estan cursando mensajes.
> > Esta todo bien en la red?
> > Un abrazo
> > Raul Carboni
> >
> >
> >
> >
>
> --------------
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