The American Airlines flight where a row of seats came loose has instigated an American Airlines query into “a possible issue with a certain model of seats and how they fit into the tracking used to secure the seats,” after a second Boeing with recently replaced seats also showed up as being improperly secured. American is laying off 4,000 employees, including 2,600 mechanics, store clerks and other ground service personnel and shifting maintenance to TIMCO and ST Aerospace.
Category: maintenance
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Loose Seats on American Airlines Flight Lead to Diversion to JFK
What: American Airlines Boeing 757 en route from Boston to Miami
Where: JFK
When: Sep 29th 2012
Who: 3 passengers
Why: While en route, a row of seats in the coach cabin became loose in flight.
The three passengers were provided alternative seats and pilots diverted the plane to JFK where they made a safe landing.
Passengers disembarked and boarded another plane to continue their flight. The incident has been cited in national news reports as an example of an “increase in maintenance issues.”
Southwest In the News
Click to see video
Southwest just reported that El Paso-Phoenix jet that landed at 9:30 p.m. in Phoenix with one engine did so because of an engine exhaust problem. Good for them for catching it.
This was certainly less of an issue that the April 1 2011 surprise, the fuselage rupture in the roof of the Southwest Phoenex-Sacramento flight. That fifteen year old plane lost pressure (kind of a given, one would think, with a huge hole in the roof) and had to make an emergency landing in Yuma, 150 miles southwest of Phoenix. There were no injuries except to Southwest’s reputation.
On April 4, the FAA sent out a letter mandating operators of specific early Boeing 737 models to conduct initial and repetitive electromagnetic inspections for fatigue damage.
The NTSB is investigating. And all of the onus is not on Southwest–it’s also on Boeing, as they examine that
Southwest is a busy airline operator. The stats of take offs and landing every 24 hours must be staggering. Their 737s are renowned workhorses that don’t tire, but they have to be taking a beating.
Let’s not wait for something terrible to happen. Let’s double on maintenance. Let’s do the footwork to prevent another metal fatigue occurrence to happen again, busting a hole in the fuselage at 36,000 feet.
Audio, Documents Detailing Southwest Emergency Released: MyFoxPHOENIX.com
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Dangerous Maintenance
It’s not just that they’re sending American jobs out of the country. There’s another question here: Is outsourcing maintenance endangering passengers because the lack of federal oversight?
Forty percent of maintenance is being sent to third world countries which are documented to have lower standards and security lapses. Saving money may be the intent, but is the savings as important as the performer of the maintenance being able to read the manuals and order forms of the machines he is working on. The work is termed “typically inadequate.” To see Video, Click below.
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Tara Field Georgia: Flight Crashes on National Aerotech Maintenance Flight
What: Desert Sand Aircraft Leasing de Havilland Canada DHC-6 Twin Otter 100
Where: SW of Clayton County Airport-Tara Field, GA
When: 08 MAR 2011
Who: 2 fatalities
Why: The Desert Sand Aircraft Leasing flight piloted by 37-year-old Bryan Hedrick crashed at 11:45 am on March 8, 2011 on a post maintenance flight run. The maintenance was done by National Aerotech Aviation, and the maintenance flight was headed toward Tara Field when the plane went down for an unknown reason, and landed upside down, with the tail leaning on a tree, the right wing off and twisted, and the left wing folded back.
Both the pilot and passenger Oriel Roberts died in the crash.
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Timken Aerospace Replacement Parts Market
The Timken Company is expanding its capabilities to serve the total lifecycle of overhaul and replacement parts for the aviation industry with 28 new FAA-certified replacement parts for a variety of helicopter drivetrain and engine platforms.
Timken offers more than 1,600 FAA-certified replacement parts overall. The company will display parts at its 2011 Heli-Expo exhibit #1306, March 6-7, 2011 in Orlando, Fla.
An expanded list of FAA-approved replacement parts with complete engine and helicopter drivetrain overhaul capabilities is generating new business for Timken worldwide.
Phillips Service Industries Acquires Skytronics, Inc.
LIVONIA, Mich., Feb. 21, 2011 /PRNewswire/ — Phillips Service Industries, Inc. (PSI), a global manufacturing and service corporation that serves a wide variety of industries with its diverse collection of technology-based companies, announced today that it has acquired Skytronics, Inc., a leading aircraft component manufacturer and maintenance repair organization located in El Segundo, CA.
Skytronics specializes in the manufacturing, repair, overhaul and sales of aircraft ball screw and actuator assemblies and the transmissions that drive them. Skytronics is an OEM that also holds license parts manufacturing authority on stabilizer ball screws installed on Boeing 727/737/747/757/767 aircraft, as well as a distributor of both new and overhauled aircraft components.
Established in 1956, Skytronics has been an FAA-approved Repair Station for over 50 years, with current FAA, EASA, CAAC and Boeing approvals. Skytronics has expanded its capabilities to include Boeing flight controls, horizontal stabilizer trim actuators (HSTAs), trim tab actuators, flap transmissions and leading-edge actuators. Skytronics also manufactures, repairs, overhauls and sells ignition harnesses, alternators, regulators and ignition lead conduits that are used in general aviation.
The Skytronics acquisition further expands PSI’s reach into the aerospace market. Other PSI subsidiaries that serve the aerospace industry include Beaver Aerospace & Defense, Sciaky, Inc., Mountain Secure Systems, Evana Automation Specialists and PSI Repair Services.
“The aerospace industry is very significant to PSI,” said Scott Phillips, CEO and President of Phillips Service Industries, Inc. “The Skytronics acquisition provides additional products and services to our valued customers.”
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JetSelect Aircraft Maintenance Services, LLC Obtains FAA Certification as a Part 145 Repair Station
COLUMBUS, Ohio, Feb. 22, 2011
— JetSelect Aviation, LLC, a Global Aviation Service Provider, announced today that its maintenance division has obtained FAA Certification as a Part 145 Repair Station. JetSelect Maintenance Services, LLC operates its repair station and offers aircraft maintenance services from their primary base at the Port Columbus International Airport (CMH), Columbus, Ohio.
JetSelect’s Maintenance Team consists of highly skilled and experienced technicians who have proven their capabilities maintaining one of the largest private charter fleets in the U.S. With this latest certification, they will be able to market their expertise and private jet maintenance services to the aviation community.
Robert Austin, CEO for JetSelect Aviation, commented, “Our aircraft maintenance team has worked very hard for this achievement and we are very proud to have our private jet maintenance capabilities stand out in the aviation marketplace. As an organization we are experiencing solid and planned growth on several fronts and this certification will strengthen our ability to support our operations as well as to enhance our revenue streams.”
Gordon MacSwain, Director of Aircraft Maintenance for JetSelect Aviation, said today, “We are pleased with this major achievement which is the result of a lot of hard work by our team. The timing is right, the location is right, and our market is steadily growing. We are excited about our accomplishments and you can expect us to build upon our outstanding capabilities, technology and experience to create a legacy of superior private jet maintenance service.”
Mario Bustamante, Manager of JetSelect’s Avionics Department, added, “This is what we have been working towards. Our Airframe, Engine and Avionics capabilities can now be fully leveraged by the marketplace. We are extremely excited about this milestone achievement in the airplane maintenance industry.
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Goodrich and Air Arabia Sign Nacelle Services Agreement for Support of Airbus A320 Fleet
Work will be performed through Prime Solutions® at the Goodrich Dubai campus
CHARLOTTE, N.C., Dec. 13, 2010 Goodrich Corporation has signed a nacelle services agreement with Air Arabia for support of nacelles and thrust reversers in the airline’s fleet of more than 50 Airbus A320 aircraft powered by CFM56-5B engines. The 10-year Prime Solutions® nacelle services agreement will be managed through Goodrich’s Dubai campus in Jebel Ali, United Arab Emirates, which will provide local support to the fast-growing low-cost carrier based in Sharjah, UAE.
Bob Gustafson, vice president and general manager of Aftermarket Services at Goodrich’s Aerostructures business said, “This agreement is a good example of an airline recognizing the value of securing long-term nacelle services with a locally positioned nacelle maintenance, repair and overhaul facility,” he said. “As more airlines recognize the time and cost savings realizable by having repairs performed on large components close to their main operating bases, our Dubai service center will see continued growth in the region.”
Prime Solutions is a comprehensive suite of maintenance services and asset/inventory management programs that can be fully customized to meet any airline’s needs for nacelle maintenance. Goodrich Aerostructures operates eight service centers worldwide.
Air Arabia (PJSC), listed on the Dubai Financial Market, is the Middle East and North Africa’s first and largest low-cost carrier. Air Arabia began operations in October 2003 and operates a fleet of new Airbus A320 aircraft, serving a wide range of destinations across the Middle East, North Africa, Europe, and South and Central Asia. Air Arabia operates from its hubs in Sharjah, UAE; Casablanca, Morocco; and Alexandria, Egypt.
Goodrich Corporation, a Fortune 500 company, is a global supplier of systems and services to aerospace, defense and homeland security markets. With one of the most strategically diversified portfolios of products in the industry, Goodrich serves a global customer base with significant worldwide manufacturing and service facilities.
Goodrich Corporation operates through its divisions and as a parent company for its subsidiaries, one or more of which may be referred to as “Goodrich Corporation” in this press release.
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American Airlines SF-Hawaii Diverts to LAX
What: American Airlines Boeing 757-200 en route from San Francisco,CA to Honolulu,HI
Where: San Francisco
When: Dec 6th 2010
Who: 98 passengers
Why: The plane took off successfully but developed a bleed air problem in the left engine. The bleed air issue is more routine than problematic but dealing with it is certainly a best practice; the crew had to burn off fuel to land, and circled; but then diverted to LAX for the maintenance facilities. On arrival to LAX, passengers were booked onto alternative flights.
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Jazz Rejects Takeoff
Click to view full size photo at Airliners.net
Contact photographer Carlos Vaz
What: Air Canada Jazz Canadair CRJ-100 en route from Montreal to Charlottetown
Where: Montreal
When: Dec 6th 2010
Who: 46 aboard
Why: On takeoff, the pilots were reported smoke in the cabin and flight deck and rejected takeoff.
The flight was cancelled. Passengers disembarked after the plane taxied to the gate. The problem was attributed to deicing fluid ingested into the engine.
George’s Point of View
My maintenance guys tell me that this is a technical maintenance issue.
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Goodyear Recommends Aviators Know Aircraft Tire Wear Limits
AKRON, Ohio, Dec. 7, 2010 — Knowing your limits is sage advice that applies to everything in life from financial risk to piloting an airplane or even that return trip to the buffet. But when it comes to aircraft tire wear, it’s all about routine inspection and knowing the facts.
Aircraft tires experience wear during taxi, takeoff, and landing. Takeoff generates the most tire wear because the airplane has a full fuel load and the tires are pre-heated by taxiing. So with all aircraft, tires should be routinely inspected during preflight to check tire wear.
When inspecting aircraft tires, the first thing to check (after checking the tire pressure) is the amount of remaining tread to avoid excessive wear and possible unsafe conditions. According to Larry Rapsard, product support manager for The Goodyear Tire & Rubber Company (NYSE: GT), “Aircraft tires should be removed when the tread is worn to the base of any groove at any spot, or to the minimum depth stated by the aircraft manufacturer.”
Tires should also be examined for uneven wear. In cases where gear camber wears one side faster than the other, tires can be demounted and turned around to extend the tire life. Uneven aircraft tire wear is usually an indication of gear misalignment or tire underinflation.
Rapsard also lists other aircraft tire wear conditions revealed through inspection that may require tires to be removed from service. “Sidewall damage including some weatherchecking, cracks, or cuts means the tire should be scrapped if the damage extends down to the fabric plies. The same goes for tread cuts and groove cracking,” he said. Damage that doesn’t expose the cords normally does not require the tire to be removed.
Other excessive operating conditions will cause the tread to wear much faster, such as high energy braking, high speed taxiing and high speed cornering. Be sure to consider these if you see fast tread wear.
Also, tires that have been run while more than 10% underinflated can be damaged internally and should be removed.
By taking the time to conduct proper inspections and knowing the limits of acceptable aircraft tire wear, you’ll get the most out of your tires.
These tips and more are covered in detail in Goodyear’s Tire Care & Maintenance Manual. For information about Goodyear aviation tires and dealer locations, visit www.goodyearaviation.com.
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Continental: Fuel Leak in South Carolina
Click to view full size photo at Airliners.net
Contact photographer N94504
What: Continental Airlines Boeing 757-200 en route from Newark to Glasgow, SC
Where: Glasgow
When: Nov 24th 2010
Who: 158 passengers, 8 crew
Why: On approach to Glasgow, a fuel leak was discovered in the right engine. The pilot landed safely in Glasgow, but the return flight was cancelled, and the plane was scheduled for maintenance.
George’s Point of View
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Goodyear Expert Cites Tips for Proper Aircraft Tire Maintenance
Robson is a Product Support Manager for The Goodyear Tire & Rubber Company (NYSE: GT), and for more than 10 years he’s been immersed in aircraft tire product support for everything from piston singles to helicopters and fighter jets.
By his own count, Robson has witnessed numerous aircraft tire maintenance procedures and has inspected hundreds of worn tires. He has seen firsthand the ill effects of improper maintenance. As a result, Robson can offer valuable advice for those who wish to better understand how proper aircraft tire maintenance can help to deliver more landings.
The most important factor of any aircraft tire maintenance program is maintaining proper inflation pressure. According to Robson, the problems created by incorrect inflation can be severe. Over inflation often leads to uneven tread wear and reduced traction, makes the tread more susceptible to cutting, and places greater stress on aircraft wheels. Under inflation creates faster tread wear on the shoulders, damages the tire’s innerliner, and greatly increases the stress and flex heating in the tire that can lead to tire failure.
“Because aircraft tire/wheel assemblies can lose up to 5 percent of their pressure each day, they need to be checked daily, or before each flight, with a calibrated pressure gauge when the tire is at ambient temperature (not heated by taxiing). Any tire that’s been run more than 10 percent underinflated should be removed from service,” Robson said. The industry veteran also recommends filling tubeless assemblies with nitrogen instead of air because it’s dry and non-combustible.
Another key area of aircraft tire maintenance is making sure no harmful chemicals are used or spilled on the tires. Keep hangar floors clean of all debris to avoid foreign object damage to the tires. It is also important to inspect the tires closely, in addition to checking tire pressure, during pre-flights to check for any damage to the tires from service.
These tips and more are covered in detail in Goodyear’s Tire Care & Maintenance Manual (PDF). For information about Goodyear aviation tires and dealer locations, visit www.goodyearaviation.com.
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Royal Jordanian Embraer Maintenance Delay
What: Royal Jordanian Embraer ERJ-195 en route from Amman Jordan to Kiev Ukraine
Where: Amman
When: Sep 30th 2010
Who: 77 passengers
Why: Over Syria, the engine developed a problem and the crew decided to return to Jordon. The flight landed safely in Amman. After thirty minutes with maintenance, the problem was repaired, and the flight departed again.
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Michelin and Air France Sign Long Term Contract
PARIS 21 July 2010 – MICHELIN andAIR FRANCE have signed a long term contract. Michelin has also signed a long term contract with the airline companiesKLM.
The contract encompasses nearly 425 KLM /Air France planes, plus certain third party customers in maintenance contracts with the two companies, will be equipped with Michelin tires.
Among these planes are 37 Boeing B777-300 ER, 66 Boeing B737-NG, 145 A318-319-320-321 Airbus and 3 A380 Airbus.
These contracts are typed as “invoicing to the landing plane.” Michelin reputation rests on the quality of its products and its offers of innovative service, a decisive factor leading to the signature of this long-term agreement.
To ensure its technological leadership, Michelin invests annually nearly 500 million euros in its Center of Technologies. Michelin dedication to Research and Development are without peer in its industry.
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Maggots Delay Plane
Pictured: Interior cabin of a US Airways Airbus A330-243
Click to view full size photo at Airliners.net
Contact photographer Peter Van Dyke
An Atlanta to N. Carolina US Airways jet was delayed today due to falling maggots.
Maggots were falling from an overhead compartment inside the plane. When the compartment was examined, the source appeared to be a container of meat that had been in the plane since Monday.
The plane returned to the gate and the bin was cleaned before the flight continued on to NC. In NC, the plane was taken into maintenance and fumigated.
George’s Point of View
How is it that the meat was overlooked for two days? Doesn’t the flight crew and maintenance check the bins? Do you have any idea how rancid meat would get in two days during hot summer days in the south, in hundred degree weather? Even if they didn’t see it, surely they smelled it…And who is to say that the meat has been there since Monday? Maybe its been there even longer? If they’re not inspecting it every day, how can they have any idea HOW long it was there?
I am surprised that a plane is not fully inspected on a daily basis–in fact, between each flight–in search of something more dangerous than rotting meat.
How far does security extend? Passengers go through security. You’d think that compartments aboard a plane that carries passengers would undergo a thorough search after every flight.
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A Flat…and Airports Need Maintenance Too
Click to view full size photo at Airliners.net
Contact photographer Christian Waser
What: United Airlines Boeing 767-300 en route from Washington to Brussels Belgium
Where: Dulles (Washington DC)
When: May 8th 2010
Who: 176 passengers and 11 crew
Why: About five minutes after takeoff, the on board crew was informed that pieces of the plane were left on the runway. Those pieces turned out to be the remains of tires. The plane went into a holding pattern to burn off fuel, then landed safely back at Dulles between two and three hours after takeoff. A piece of runway pavement was missing, leading to the conclusion that the runway popped the tire…
George’s Point of View
Most times I fly United and hope that their maintenance is better than the look of their wearing interiors. I don’t usually worry too much about the airport.
If I knew that the plane I was on had left pieces of itself on the runway, I’d rather be circling the airport than over the Atlantic. On the other hand, if I knew a shaggy runway was going to pop a tire on the plane I was on, I’d have walked the runway myself before taking off.
What is a frequent flier to do but nag the FAA?
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Condor Sticky Aileron Slows Flight
Click to view full size photo at Airliners.net
Contact photographer Giovanni Verbeeck
What: Condor Boeing 767-300 en route from San Jose Costa Rica to Santo Domingo Dominican Republic to Frankfurt
Where: San Jose
When: Jan 11th 2010
Who: not available
Why: After takeoff, the Condor Boeing’s left inboard aileron got stuck in the up position. The crew continued at low speed to Santo Domingo where the plane made a safe landing. A replacement jet was provided to complete the route to Frankfurt.
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Comair Door Delay
Click to view full size photo at Airliners.net
Contact photographer James Mellon
What: Comair Canadair CRJ-200 en route from Montreal to New York
Where: Montreal
When: Dec 28th 2009
Who: 39 on board
Why: Just after takeoff, the pilot received an unsafe door warning. On returning to Montreal, maintenance repaired the door, and the plane returned to service.
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Bolivian Jet Lands for Hydraulics Issues
Pictured: A S.A. North American NA-265 Sabreliner 40A Jet in La Paz
Click to view full size photo at Airliners.net
Contact photographer Alan Lebeda
What: Bolivian owned Sabreliner en route from La Paz to the southern city of Sucre
Where: Jorge Wilstermann International Airport of Cochabamba
When: Dec 23. 2009
Who: Bolivian President Evo Moarales
Why: The plane made an unscheduled landing in Cochabamba in central Bolivia due to a failure in the hydraulics system. The 30 year old plane is planned to be replaced in 2011 by a $30 million dollar Russian Antonov BJ.
George’s Point of View
Reliable older planes…you just can not skimp on maintenance.
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All In The Family
George’s Point of View
Maintenance abroad, no matter how good the mechanics are; monitoring; who does it; how good is it?
- If something terrible should happen, our hands are tied in the courts.
- If the person at fault is in, subject to, and adjudicated in a foreign country, the laws may be antiquated, inadequate, indefensible or unenforceable.
- In the U.S., suing a company from a foreign country does not guarantee that a court here will hear the case. The injured or the victim families suffer unrequited consequences.
Let’s keep our U.S. planes serviced right here in the U.S.
Scene: Back to the future
Doc Brown
No wonder this circuit failed.
It says “Made in China”.
Marty McFly
What do you mean, Doc?
All the best stuff is made in Japan.
Doc Brown
Unbelievable.
What is the quality of imported products? It all depends on the decade. The appetite, desire and need for imported spices impelled the development of trade, forced Columbus to hop in the Nina, Pinta and Santa Maria and go looking for a trade route, and we all know that he found, instead, the American continent.
Spices, fruits and veggies out of season, products are all imported.
So should airlines based in the US be exporting their maintenance outside of the country? Aside from ridiculous logistics, I think the problem here is regulation. How can standards of regulation be upgraded to optimum levels if our maintenance is shipped out of the country? Aside from that, it is impractical and somewhat silly. Think about it–when our bathroom faucet springs a leak, do we send the house to China? Do we uproot the bathroom and send it to China? Do we even send the part? No, we have maintenance–the plumber, ubiquitous panty line notwithstanding–comes IN and with his expensive clock ticking away, replaces the part and saves the day.
That’s not to say that Mohammed must always come to the mountain. But in the wake of proliferating engine shutdowns, defective parts, structural design issues and hull failure, maybe we need to rethink sending our maintenance out of the country. Maybe it is cheaper, but is it better?
Let’s look at the big picture, where relying on non-US standards takes us: Look at the fiasco of Chinese drywall–where families across the country are suffering with degrading, stinking, sulphur infested drywall as their home values and quality of life plummets. Look at the ongoing stream toy recalls, as warnings of children’s toys covered by lead paint, or lead components are broadcast daily. Look at the massive pet food recall of 2007, where 17,000 complaints and over 2000 pet deaths were related to melamine in dog food with chinese rice components containing melamine.
Until every outside resource is going to have the quality rating of Quantas, do we really want to export our maintenance? Not only does it not make sense…well face it, it just does not make sense. Maintenance and the maintainers should reside under the umbrella–and the sharp teeth–of our legal system. Under our own US regulatory system, we need to hone the edge of our own country’s in-house maintenance, exercise the craft that once made “Made in the USA” the top of the line INTERNATIONAL standard, and frankly, let our corporate dollars feed—not bleed—our own job-hungry nation.
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Colgan Air 2x in 3 days
What: Colgan Air /US Airways Saab SF-340B en route from Hyannis to Nantucket
Where: Hyannis
When: Sep 10th 2009
Who: 3 crew on board
Why: The crew reported a problem with the engine compressor and returned to the airport
Click to view full size photo at Airliners.net
Contact Photographer Tom Turner
What: Colgan Air Saab 340B
Where: Washington Dulles
When: Sep 7th 2009
Who: 20 passengers and 3 crew
Why: The flight rejected takeoff when a warning light came on in the cockpit. The flight was cancelled while maintenance repaired (presumably) a sensor.
George’s Point of View
There is no indication that both incidents were the same plane; but that Chicago plane doesn’t much look like a UA plane, does it? So, 2 different planes and both times maintenance to the rescue. But then we should rethink this…maintenance needs to try to catch this stuff before take-off. Has Colgan Air cut its maintenance budget lately?
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AeroPeru Crashes in Pacific
Click to view full size photo at Airliners.net
Contact photographer JetPix
What: Aeroperú Boeing 757-23A en route from Lima, Peru to Santiago Chile.
Where: 73 km (45.6 mls) NW off Lima, Peru in the Pacific Ocean
When: October 2, 1996
Who: 9 crew members, 61 passengers died
Why: On October 2, 1996, Aeroperú Boeing 757 en route from Jorge Chávez International Airport in Lima, Peru (LIM), to Comodoro Arturo Merino Benítez International Airport in Santiago, Chile, crashed on October 2, 1996. Shortly after takeoff the crew discovered that their instrumentation was behaving erratically. They were receiving contradictory serial emergency messages from the onboard computer, such as rudder ratio, mach speed trim, overspeed, underspeed and flying too low. The crew declared an emergency and requested an immediate return to the airport. they experienced multiple stalls resulting in rapid loss of altitude with no corresponding altimeter changes. While the altimeter indicated an altitude of approximately 9,700 feet, but the aircraft’s true altitude was much closer to the water.
The air traffic controller sent a Boeing 707 to help guide the 757 to land, but before the 707 reached them, the 757’s wingtip struck the water approximately twenty-five minutes after emergency declaration. The pilots realized the true altitude of the airliner, struggled and was briefly airborne again for twenty seconds, but then crashed inverted into the water. All nine crew members and sixty-one passengers died.
In Peru, Eleuterio Chacaliaza was sentenced to negligent homicide for a piece of masking tape accidentally left over the static ports (on the bottom side of the fuselage) after cleaning the aircraft.
Those aboard:
1.- José Luis Bovadilla Fernández (México)
2.- Jaime Brito Guzmán (Chile)
3.- Abraham Broidman (México)
4.- Mario Cayetano Bramont (Perú)
5.- Eugenio Campos (México)
6.- María Carrasco Flórez Aráoz (Chile)
7.- Guillermo Serveto (Gran Bretaña)
8.- Manuel Chang Ching (Perú)
9.- Fabio Chaparro Beltrán (Colombia)
10.- Víctor Choe Gallardo (Perú)
11.- Javier Cuéllar Cantú (Perú)
12.- Barbara Delano (Chile)
13.- James Degeren (Chile)
14.- Miguel Degeren (Chile)
15.- Juan Huerdo (México)
16.- Galen Canusev (Estados Unidos)
17.- Nis Linden (Estados Unidos).
18.- Dani Manzur (Chile)
19.- Patricio Marambio (Chile)
20.- Luis Morán Morante (Perú)
21.- Raúl Peña Rojas (Chile)
22.- Guillermo Quiroz (Perú)
23.- Juan Alvarado Allende (Chile), deportado a su país por poseer documentación falsa bajo el nombre de Gerardo Sánchez, de Venezuela
24.- Eduardo Smith Inope (Perú)
25.- Denis Trial (Estados Unidos)
26.- Kelen Vaisman (Estados Unidos)
27.- Janet Vallejos Robinson (Perú)
28.- Luis Vergara Bernales (Perú)
29.- Pedro Villena Hidalgo (Perú)
30.- Genaro Mar (México). Personas que se embarcaron en Quito:
1.- Renato Cisotto (Italia)
2.- Hernán Barriga Guzmán (Chile)
3.- Isidro Huarache (Perú)
4.- Juan Hurache (Perú)
5.- Mario Jiménez Borja (Ecuador)
6.- Arístides Noboa (Ecuador)
7.- Mark Bram (Gran Bretaña)
8.- Lan Lock (Nueva Zelandia)
9.- Rodrigo Fernández Ruiz (España)
10.- Tiziana Tamaro (Italia).
Personas en tránsito de Miami a Santiago (todos chilenos)
1.- Juan Awad
2.- Mario Awad
3.- Carolina Acevedo
4.- Carmen Arancibia
5.- Daniel Boleli
6.- Sara Díaz
7.- Jaime Duque del Río
8.- Emir Agana
9.- Ricardo Alex
10.- Martín Sadued
11.- María Eterpuer
12.- Luis Medina
13.- Eduardo Román
14.- Elena Saavedra
15.- María Saavedra
16.- Carlos Serán
17.- Alfonso Uldurraga
18.- Carmen Concha
19.- Ana Concha
20.- Jimena Paya
21.- Martha Contreras.
Tripulación:
1.- Capitán Erick Shereiber, piloto.
2.- David Fernández, copiloto.
3.- María Angela Casabo
4.- Carolina López
5.- Roxana Mino
6.- Ana Contreras
7.- Gema Brussone
8.- Silvia Barreto
9.- Nancy Fernández.