Airbus Official Afriqiyah Press Release

Airbus regrets to confirm that an Airbus A330-200 operated by Afriqiyah Airways was involved in an accident in Tripoli, Libya at 04:00 GMT, Wednesday 12th May. The aircraft was operating a scheduled service, Flight 8U771 from Johannesburg, South Africa to Tripoli, Libya.

The aircraft involved in the accident, registered as 5A-ONG, was MSN (Manufacturer Serial Number) 1024, delivered from the production line in September 2009. The aircraft had accumulated approximately 1600 flight hours in some 420 flights. It was powered by General Electric CF6-80E1 engines. At this time no further factual information is available.
Preliminary reports indicate that the aircraft crashed short of the runway threshold during approach. According to available information there were 93 passengers and 11 crew on board.

In line with ICAO Annex 13 international convention Airbus is dispatching a team of technical advisors to support the investigation authorities and the Bureau d’Enquêtes et d’Analyses (BEA) as accredited representative.

The Airbus A330-200 is a widebody, twin-engine aircraft, which typically carries 253 passengers in a three-class, twin-aisle cabin on medium to long range routes of up to 7,250 nautical miles (13,400km). The A330-200 was first delivered in April 1998.

The concerns and sympathy of the Airbus employees go to the families, friends and loved ones affected by the accident.

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    Fatigue Understanding between NATCA and FAA

    The Federal Aviation Administration (FAA) and the National Air Traffic Controllers Association (NATCA) announced agreement on important fatigue recommendations that were developed by a joint FAA-NATCA working group which was established under the 2009 collective bargaining agreement.

    “The American public must have confidence that our nation’s air traffic controllers are rested and ready to work,” said Transportation Secretary Ray LaHood. “We have the safest air transportation system in the world but we needed to make changes and we are doing that.”

    The agreement reinforces existing FAA policy that prohibits air traffic controllers from sleeping while they are performing assigned duties. The FAA will continue to provide air traffic controllers breaks on the midnight shift based on staffing and workload. While on break, air traffic controllers are expected to conduct themselves professionally and be available for recall at all times.

    The FAA and NATCA also agreed that all air traffic controllers must report for work well-rested and mentally alert. It is the employee’s responsibility to notify their supervisor if they are too fatigued to perform their air traffic control duties. As a result of this agreement, air traffic controllers can now request to take leave if they are too fatigued to work air traffic.

    This agreement marks the completion of the tasks required by this joint FAA-NATCA fatigue working group. The FAA and NATCA will continue to collaborate to reduce the risk of fatigue in the workplace.

    “Air traffic controllers have the responsibility to report rested and ready to work so they can safely perform their operational duties,” said FAA Administrator Randy Babbitt. “But we also need to make sure we have the right policies in place to reduce the possibility of fatigue in the workplace.”

    “We are pleased that the efforts of the joint NATCA-FAA fatigue workgroup that produced these science-based recommendations have resulted in an agreement and their implementation into the schedules and work environments of our nation’s dedicated and highly professional air traffic controller workforce,” said NATCA President Paul Rinaldi.

    “We supported the FAA’s action to enhance aviation safety by eliminating single staffing on the midnight shift and we fully support these recommendations that address fatigue. They are common sense solutions to a safety problem that NATCA and fatigue experts have consistently raised for many years.”
    Air traffic controllers will also now be allowed to listen to the radio and read appropriate printed material while on duty during the hours of 10PM and 6AM as traffic permits.

    The FAA had previously adjusted work schedules to give air traffic controllers a minimum of nine hours off between shifts. The FAA and NATCA will develop new watch schedule principles that incorporate fatigue science for schedules beginning no later than September 1, 2012. The FAA and NATCA are already beginning to work with local facilities on watch schedules that reduce the possibility of fatigue in the transition from the day shift to the midnight shift.

    The FAA has also agreed to develop policies that will encourage air traffic controllers to seek medical help for sleep apnea. Currently, air traffic controllers lose their medical qualification if they are diagnosed with sleep apnea. The FAA will work to develop a process for most air traffic controllers with sleep apnea to regain their medical qualification once they receive proper medical treatment. The FAA’s Office of Aerospace Medicine will also develop educational material to raise awareness of the symptoms and the physical effects of sleep apnea.

    As a result of this agreement, the FAA will develop a Fatigue Risk Management System for air traffic operations by January of next year. This management system will be designed to collect and analyze data associated with work schedules, including work intensity, to ensure that the schedules are not increasing the possibility of fatigue. Systems like these are commonly used in other areas of aviation to evaluate levels of risk. The FAA is also designing a comprehensive fatigue awareness and education training program for employees.

    Read the agreement pdf here.

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    FAA: “Line Up and Wait” Training Now Available

    “Line Up and Wait” Training Now Available
    On Sept. 30, 2010, the familiar ATC instruction “taxi in position and hold” will become history. Instead, expect to hear “line up and wait” when ATC issues instruction for a pilot to taxi onto a departure runway and wait for takeoff clearance. Another procedure change that occurred on June 30, 2010, requires ATC to issue an explicit clearance to aircraft crossing any runway (active, inactive, and closed). To help pilots with these important procedure changes, FAA added an online training module to www.FAASafety.gov. The course is titled “Line Up and Wait: Taxi Authorization and Runway Clearance Guidance for Airmen,” and is listed in the Featured Courses portal on the FAASafety.gov home page.

    The course provides a good review of safe taxi operations, ATC procedures and phraseology, and pilot responsibilities. It also reviews best practices for avoiding runway incursions, such as knowing and understanding the meaning of the runway hold markings. Some three-fourths of runway incursions result from a failure to comply with this marking.

    Additional details on both procedure changes are available in the Aeronautical Informational Manual (AIM) and Pilot/Controller Glossary, located under the Air Traffic section of www.faa.gov. You can also reference more specific information on line up and wait with FAA Notice JO 7110.536.

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  • Press Release: NTSB issues update on its investigation of Flight 188 that overflew intended Minneapolis Airport

    In its continuing investigation of an Airbus A320 that overflew the Minneapolis-St Paul International/Wold-Chamberlain Airport (MSP), the National Transportation Safety Board has developed the following factual information: On Wednesday, October 21, 2009, at 5:56 pm mountain daylight time, an Airbus A320, operating as Northwest Airlines (NWA) flight 188, became a NORDO (no radio communications) flight at 37,000 feet. The flight was operating as a Part 121 flight from San Diego International Airport, San Diego, California (SAN) to MSP with 144 passengers, 2 pilots and 3 flight attendants.

    Both pilots were interviewed separately by NTSB investigators yesterday in Minnesota. The following is an overview of the interviews:

    The first officer and the captain were interviewed for over 5 hours combined.
    The Captain, 53 years old, was hired in 1985. His total flight time is about 20,000 hours, about 10,000 hours of A-320 time of which about 7,000 was as pilot in command.
    The First Officer, 54 years old, was hired in 1997. His total flight time is about 11,000 hours, and has about 5,000 hours on the A-320.
    Both pilots said they had never had an accident, incident or violation.
    Neither pilot reported any ongoing medical conditions.
    Both pilots stated that they were not fatigued. They were both commuters, but they had a 19-hour layover in San Diego just prior to the incident flight. Both said they did not fall asleep or doze during the flight.
    Both said there was no heated argument.
    Both stated there was a distraction in the cockpit. The pilots said there was a concentrated period of discussion where they did not monitor the airplane or calls from ATC even though both stated they heard conversation on the radio. Also, neither pilot noticed messages that were sent by company dispatchers. They were discussing the new monthly crew flight scheduling system that was now in place as a result of the merger. The discussion began at cruise altitude.
    Both said they lost track of time.
    Each pilot accessed and used his personal laptop computer while they discussed the airline crew flight scheduling procedure. The first officer, who was more familiar with the procedure was providing instruction to the captain. The use of personal computers on the flight deck is prohibited by company policy.
    Neither pilot was aware of the airplane’s position until a flight attendant called about 5 minutes before they were scheduled to land and asked what was their estimated time of arrival (ETA). The captain said, at that point, he looked at his primary flight display for an ETA and realized that they had passed MSP. They made contact with ATC and were given vectors back to MSP.
    At cruise altitude – the pilots stated they were using cockpit speakers to listen to radio communications, not their headsets.
    When asked by ATC what the problem was, they replied “just cockpit distraction” and “dealing with company issues”.
    Both pilots said there are no procedures for the flight attendants to check on the pilots during flight.
    The Safety Board is interviewing the flight attendants and other company personnel today. Air traffic control communications have been obtained and are being analyzed. Preliminary data from the cockpit voice recorder (CVR) revealed the following:

    The CVR recording was 1/2 hour in length.
    The cockpit area microphone channel was not working during this recording. However, the crew’s headset microphones recorded their conversations.
    The CVR recording began during final approach, and continued while the aircraft was at the gate.
    During the hours immediately following the incident flight, routine aircraft maintenance provided power to the CVR for a few minutes on several occasions, likely recording over several minutes of the flight.
    The FDR captured the entire flight which contained several hundred aircraft parameters including the portion of flight where there was no radio communication from the flight crew. Investigators are examining the recorded parameters to see if any information regarding crew activity during the portion of flight where radio contact was lost can be obtained.

    The Safety Board’s investigation continues.

    -30-

    NTSB Media Contact: Keith Holloway
    hollowk@ntsb.gov
    (202) 314-6100

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    Airbus Press Release: Airblue flight ED 202 accident in Islamabad

    First Release
    28 July 2010

    Airbus regrets to confirm that an Airbus A321 operated by airblue was involved in an accident shortly after 9.45 am local time. The aircraft was operating a scheduled service, Flight ED 202, from Karachi to Islamabad, Pakistan.

    The aircraft involved in the accident, registered under AP-BJB, was MSN (Manufacturer Serial Number) 1218, initially delivered from the production line in 2000. The aircraft is leased to airblue in January 2006. The aircraft had accumulated approximately 34,000 flight hours in some 13,500 flights. It was powered by IAE V2533 engines. At this time no further factual information is available.

    In line with international convention, Airbus will provide full technical assistance to the Authorities of Pakistan, who will be responsible for the investigation into the accident.

    The A321 is a twin-engine single-aisle seating 185 passengers in a standard two-class configuration. The first A321 entered service in January 1994. To date, some 610 A321’s are in service with nearly 70 operators. The entire fleet has accumulated some 10.6 million flight hours in some 5.8 million flights. The A321 is part of the A320 Family which has achieved over 50 million take offs and landings since the first model, the A320, entered commercial service in 1988. Today, more than 4,300 aircraft are in operations to some 310 customers and operators worldwide.

    Airbus will make further factual information available as soon as the details have been confirmed.

    The concerns and sympathy of the Airbus employees go to the families, friends and loved ones affected by the accident of Flight ED 202.

    * * *

    For further information, please contact:
    AIRBUS – MEDIA RELATIONS
    Tel.: (33) 05.61.93.10.00

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    Aircraft Accident Rate is Lowest in History – Still Room for Improvement, Regional Concerns Remain

    Tokyo – The International Air Transport Association (IATA) announced the aviation safety performance for 2010 showing that the year’s accident rate for Western-built jet aircraft as the lowest in aviation history.

    The 2010 global accident rate (measured in hull losses per million flights of Western-built jet aircraft) was 0.61. That is equal to one accident for every 1.6 million flights. This is a significant improvement of the 0.71 rate recorded in 2009 (one accident for 1.4 million flights). The 2010 rate was the lowest in aviation history, just below the 2006 rate of 0.65. Compared to 10 years ago, the accident rate has been cut 42% from the rate recorded in 2001. A hull loss is an accident in which the aircraft is destroyed or substantially damaged and is not subsequently repaired.

    “Safety is the number one priority. Achieving the lowest accident rate in the history of aviation shows that this commitment is bearing results. Flying is safe. But every fatality is a human tragedy that reminds us of the ultimate goal of zero accidents and zero fatalities. We must remain focused and determined to move closer to this goal year by year,” said Giovanni Bisignani, IATA’s Director General and CEO.

    In absolute numbers, 2010 saw the following results:

    • 2.4 billion people flew safely on 36.8 million flights (28.4 million jet, 8.4 million turboprop)
    • 17 hull loss accidents involving western-built jet aircraft compared to 19 in 2009
    • 94 accidents (all aircraft types, Eastern and Western built) compared to 90 in 2009
    • 23 fatal accidents (all aircraft types) compared to 18 in 2009
    • 786 fatalities compared to 685 in 2009

    IATA member airlines outperformed the industry average with a Western-built jet hull loss rate of 0.25. That rate is equal to one accident for every 4 million flights. The IATA Operational Safety Audit (IOSA) became a condition of IATA membership from 1 April 2009. All 234 IATA member airlines are now on the IOSA registry. The IOSA registry is open to all airlines and it currently consists of over 350 airlines.

    “The numbers tell the story. In the first full year after the IOSA became a condition of IATA membership, the accident rate for IATA carriers has never been so low. The data confirms that IOSA is helping to drive safety improvements around the world. It is an important part of a comprehensive safety strategy involving governments and industry working together to further reduce the number of accidents and fatalities,” said Bisignani.

    There are significant regional differences in the Western built jet hull loss accident rate:

    • North America (0.10), Europe (0.45), North Asia (0.34) and the Commonwealth of Independent States (0.0) performed better than the global average of 0.61
    • Asia-Pacific was higher than the global average at 0.80 in 2010 and about the same from the previous year (0.86)
    • The Middle East and North Africa region saw its accident rate fall significantly to 0.72 (compared to 3.32 in 2009) with only one accident involving a carrier from the region
    • Latin America & the Caribbean reported a higher accident rate of 1.87 with four airlines from the region involved in accidents, compared with a zero accident rate in 2009
    • Africa had an accident rate of 7.41, which was lower than the 2009 rate of 9.94. While showing improvement, Africa once again has the worst rate in the world. There were four Western-built jet hull losses with African carriers in 2010. African carriers are 2% of global traffic, but 23% of global western-built jet hull losses.

    Safety in Africa

    In 2010, the accident rate of IOSA carriers in Africa (for all aircraft types) was more than 50% better than non-IOSA airlines. Among IATA’s efforts in Africa, it established the IATA Program for Safe Operations in Africa (IPSOA). IPSOA ensured that flight data analysis tools are available to all IATA carriers in Africa, and as of the last quarter of 2010, all IATA carriers have this essential safety tool in place. IPSOA will provide IATA with the data needed to develop safety programs targeted at specific challenges in the region.

    “Flying must be equally safe in all parts of the world. An accident rate in Africa that is over 12 times the global average is not acceptable. Improvements can happen. IATA’s African carriers performed significantly better than non-IATA airlines in the region. I encourage all governments in the region to make use of the IOSA tool to boost the region’s performance,” said Bisignani.

    An analysis of the causes of the 2010 accidents focuses on several areas:

    Runway excursions, which are instances when an aircraft departs the runway during takeoff or landing, were once again the most common cause of accidents, accounting for 21% of all accidents in 2010 (vs. 26% in 2009). The number of industry runway excursions accidents dropped by 13% (20 vs. 23 in 2009) and IATA members have reduced their runway excursion accidents by 43% since 2008 (4 vs. 7 in 2008).

    IATA analysis shows about 35% of runway excursions on landing occurred on wet runways. Another leading cause of runway excursions on landing is an “unstable approach,” where the aircraft is approaching too fast, too high, or touches down beyond the desired runway touchdown point. IATA is working with industry and regulators to address this safety challenge.

    In 2009, IATA released the Runway Excursion Risk Reduction (RERR) toolkit which provides high-level reference material as well as an in-depth analysis of runway excursion accident data and a compilation of significant risk factors. The toolkit also provides recommendations for operators, pilots, airports, air traffic management, and regulators. A major update to the RERR toolkit is planned for the spring of 2011 and will bring together all major international safety organizations in a collaborative effort to eliminate these types of accidents.

    Ground damage accounted for 11% of all accidents in 2010, improved from 17% in 2008 when IATA launched the IATA Safety Audit for Ground Operations (ISAGO) to address this challenge. ISAGO is the industry’s first global standard for the oversight and auditing of ground handling companies. The program, containing over 400 standards, was launched in February 2008 and the first audits took place in May of the same year. To date, a total of 288 audits have been conducted and 56 providers operating at 81 different locations are already on the ISAGO registry. The program has gained broad support from several aviation authorities and airports and has been mandated in Lebanon and Turkey.

    Data Driving Further Improvements

    Further improvements to the industry’s safety performance will be guided by data that can assist airlines in identifying trends and initiate preventive measures. IATA established the Global Safety Information Center (GSIC) in 2010. This interactive website is a one-stop resource combining safety data from sources such as IOSA and ISAGO audits, flight data analysis, pilot reports and accident investigations without compromising commercial privacy.

    “Safety is a constant challenge. Industry and governments need to accelerate their efforts on data sharing. In 2010, IATA launched GSIC providing its members with unprecedented access to safety information. More than 430 different organizations are already submitting safety data into the GSIC, and over 50% of IATA member carriers are participating. Substantial GSIC expansion is planned over the next few years and the industry will reap the benefits,” said Bisignani.

    In September 2010, IATA signed an historic agreement with the International Civil Aviation Organization, the US Department of Transportation and the Commission of the European Union to launch the Global Safety Information Exchange. This first global private/public partnership will exchange safety information aimed at improving safety by reducing risk.

    “Safety is not a competitive issue—among carriers or governments. Improvement is in everybody’s interest. By sharing data and best practices we will continue to drive improvements to make a safe industry even safer,” said Bisignani.

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  • Mexico Governor Eruviel Ávila Villegas Speaks on the Chopper Crash

    What: Gobierno del Estado de Mexico Agusta A109S Grand
    Where: Peréz Valenzuela (street), Del Carmen district, in Coyacán, Mexico
    When: Oct 21, 2011
    Who: 4 aboard, 2 fatalities

    Official Statement From Mexico State Government. Eruviel Governor Avila Villegas.

    I want to report it relates to the unfortunate events that occurred today in Mexico City, at approximately 10:11 hours of the morning. Time when I was in the very north of the state of Mexico, Temascalcingo, conducting a working visit.

    In fact, that I had the opportunity to meet several of you.

    As is probably known to all of you, the aircraft of the Government of the State of Mexico, registration XCEDM, suffered the accident already mentioned.

    First, I want to say that the government of the State of Mexico, particularly as governor of this state, I am extremely dismayed; regret that this accident has killed the pilot Captain Juan Esteban Rodriguez and Julio Cesar Ruiz Gomez Maturano, who served as associate secretary of logistics and deputy secretary of Metropolitan Development.

    To the families of those who unfortunately have died, we express our heartfelt condolences.

    I want to participate that we will support them with everything they need, regardless of legal benefits, we will give extra support, since this unfortunate accident happened.

    We give our gratitude to the career of public service, both Julius Caesar Maturano Gomez and Captain Juan Esteban Rodriguez Ruiz, who always showed great dedication, commitment, professionalism in the work he performed as public servants, and who were in service when the accident happened unfortunately.

    Likewise, we wish a speedy recovery to our partners: Alberto García Cuevas, Secretary of the Metropolitan Development and Juan Manuel Ramirez Rivera, also a pilot of the aircraft, who fortunately saved his life, which we are offering our full support and our solidarity.

    They are hospitalized in a private hospital in southern Mexico City. I’ve been in personal contact with the president of this group of hospitals, who are giving details of the evolution of our patients, our fellow public servants.

    It is noteworthy that since the Secretary General of Government was with them, I realized his condition, which is stable, although there are, of course, with due regard.

    Also at this time the Secretary General of Government, Mr. Ernesto Alvarez Nemer, is in the scene where the accident happened.

    I also acknowledge the assistance of the Federal District government for prompt medical attention, to transport the injured.

    I’ve been in constant communication with the Chief of Government of the Federal District, Marcelo Ebrard, who has given all the institutional support.

    They also participated in the call that I made the Citizen President of the Republic, Felipe Calderón Hinojosa teacher, who expressed full solidarity and institutional support to address the circumstances that we are living today.

    Also, I got a call from the secretary of Interior, Mr. José Francisco Blake Mora, and other federal public servants.

    I have established communication with the Secretary of Transportation, Felipe Duarte Olvera graduated from the Secretariat of Communications and Transportation of the Federal Government Héctor González Ruiz, director general of Civil Aviation, as well as government officials in Mexico City.

    There has been an extraordinary communication between representatives of governments in the State of Mexico, Federal District and Federal government.

    I have asked institutional collaboration, in order to carry out investigations, and to clarify the facts and causes of this accident.

    It is necessary to refer to the Metropolitan Development Secretary, together with his colleague, had a morning meeting with businessmen in the eastern part – in fact, local media, national media, were aware of this meeting there in the Valley of Mexico – and moved to the city of Toluca to attend a cabinet meeting that specializes in public safety, and to prepare what will be the development plan of the State of Mexico on metropolitan development, in collaboration with neighboring entities, particularly public safety.

    Personally, as I concerned, I have been overseeing the development, monitoring the health of our comrades who were wounded.

    The state government of Mexico will pay for the damage that caused this accident to locals, and the Federal District authorities are making the corresponding count, but will all the support, all this support from state government .

    Once we have more information to shed the expert, will be contacting the root causes of this accident, regardless of these surveys and investigations by law be made, and also the state government has requested, I have given instructions that strengthen the review of the state that keep state government aircraft, review the operating protocols.

    It is also worth referring to the drivers who serve the entire fleet, all helicopters have the service of the State of Mexico, are professional drivers, with many years of experience and seniority in service of this state government.

    I asked the secretary of state government communications, is the formal link to be participating in the necessary information and, of course, that you are well aware of this issue.

    Master Apolinar Mena, thank you very much for your cooperation.

    I want to participate, ladies and gentlemen of different media, we’re really very upset. This is a very sad day for the State of Mexico, because they have killed two comrades in the service of this state, and are injured in the hospital, treated at the Hospital fortunately two of our comrades.

    Thank you for your solidarity, and also appreciate your understanding, so that the information given to the public, the public, is really, timely, and will have the full cooperation of the state government to respond to requests for information and be adequately informing the public of the State of Mexico and Mexico.

    Thank you very much for your understanding. Thank you for your solidarity, and reiterate our condolences to the families of the deceased partner.

    Good afternoon.

    At this time I go to the hospital where peers are in hospital being treated clinically.

    Having all and all, good afternoon.

    —
    Comunicado oficial del Gobierno del Estado De México.

    Gobernador Eruviel Ávila Villegas.

    Quiero informarles lo relacionado a los lamentables sucesos acontecidos el día de hoy en la Ciudad de México, aproximadamente a las 10:11 horas de la mañana. Hora en que precisamente me encontraba en el Norte del Estado de México, en Temascalcingo, llevando a cabo una gira de trabajo.

    De hecho, ahí tuve la oportunidad de saludar a varios de ustedes.

    Como es seguramente del conocimiento de todos ustedes, la aeronave del Gobierno del Estado de México, con matrícula XCEDM, sufrió el accidente ya referido.

    En primer lugar, quiero expresar que el gobierno del Estado de México, en particular como gobernador de este estado, estoy sumamente consternado; lamentamos que en este accidente haya perdido la vida el piloto capitán Juan Esteban Rodríguez Ruiz y Julio César Maturano Gómez, quien se desempeñaba como colaborador de logística y secretario particular adjunto del secretario de Desarrollo Metropolitano.

    A las familias, de quienes lamentablemente han fallecido, les expresamos nuestras más sentidas condolencias.

    Yo quiero participarles que habremos de apoyarles con todo lo necesario, independientemente de las prestaciones de ley, habremos de dar un apoyo extraordinario, desde que este accidente lamentablemente aconteció.

    Les damos nuestro reconocimiento, a la trayectoria del servicio público, tanto de Julio César Maturano Gómez y del capitán Juan Esteban Rodríguez Ruiz, quienes siempre mostraron una gran dedicación, entrega, profesionalismo en la actividad que realizaran como servidores públicos, y quienes se encontraban en servicio cuando aconteció lamentablemente este accidente.

    De la misma forma, deseamos una pronta recuperación a nuestros compañeros: Alberto García Cuevas, secretario de Desarrollo Metropolitano y a Juan Manuel Ramírez Rivera, también otro de los pilotos de la aeronave, quienes afortunadamente salvaron su vida, y a los cuales estamos ofreciendo todo nuestro apoyo y toda nuestra solidaridad.

    Ellos se encuentran hospitalizados en un hospital privado del sur de la Ciudad de México. He estado en contacto personal con el presidente de este grupo de hospitales, quien está dando detalles de la evolución de nuestros pacientes, de nuestros compañeros servidores públicos.

    Es de señalar que ya el secretario General de Gobierno estuvo con ellos, me dio cuenta de su estado de salud, que es estable, aunque se están, desde luego, atendiendo debidamente.

    También en estos momentos el secretario General de Gobierno, el licenciado Ernesto Nemer Álvarez, se encuentra en el lugar de los hechos, donde aconteció este accidente.

    Quiero también agradecer la colaboración del gobierno del Distrito Federal, por la atención médica oportuna, para el traslado de los lesionados.

    He estado en comunicación permanente con el señor Jefe de Gobierno del Distrito Federal, el licenciado Marcelo Ebrard, quien ha dado todo el respaldo institucional.

    También les participo de la llamada que me hizo el ciudadano presidente de la república, maestro Felipe Calderón Hinojosa, quien expresó toda su solidaridad y apoyo institucional, para atender las circunstancias que hoy estamos viviendo.

    De igual forma, recibí el llamado del secretario de Gobernación, el licenciado José Francisco Blake Mora, y de otros servidores públicos federales.

    He establecido comunicación con el subsecretario de Transportes, licenciado Felipe Duarte Olvera, de la Secretaría de Comunicaciones y Transportes del Gobierno Federal; licenciado Héctor González Ruiz, director general de Aeronáutica Civil, así como por autoridades del gobierno del Distrito Federal.

    Ha habido una comunicación extraordinaria entre representantes de los gobiernos del Estado de México, del Distrito Federal y del gobierno Federal.

    Les he pedido su colaboración institucional, a fin de que se lleven a cabo las investigaciones correspondientes, y se puedan esclarecer los hechos y las causas de este accidente.

    Es necesario referir que el secretario de Desarrollo Metropolitano, junto con su compañero de trabajo, tuvo una reunión por la mañana con empresarios de la zona oriente –de hecho, medios de comunicación locales, medios nacionales, dieron cuenta de este encuentro allá en el Valle de México–, y se trasladaba a la ciudad de Toluca para atender la reunión de un gabinete especializado en materia de seguridad pública, y poder preparar lo que será el plan de desarrollo del Estado de México en materia de desarrollo metropolitano, en colaboración con las entidades vecinas, especialmente en materia de seguridad pública.

    Personalmente, como les refería, he estado supervisando la evolución, el seguimiento del estado de salud de nuestros compañeros que resultaron heridos.

    El gobierno del Estado de México se hará cargo de los daños materiales que haya causado este accidente a vecinos del lugar, ya las autoridades del Distrito Federal están haciendo el recuento correspondiente, pero habrá todo el respaldo, todo el apoyo por parte de este gobierno estatal.

    Una vez que tengamos más información que arrojen los peritajes, se estará comunicando de las causas que originaron este accidente, independientemente de estos peritajes y las investigaciones que por Ley deben hacerse, y que además el gobierno del estado ha solicitado, he dado instrucciones para que se fortalezca la revisión del estado que guardan las aeronaves del gobierno estatal, revisar los protocolos de operación.

    Vale la pena también referir que los pilotos que sirven a toda la flota, todos los helicópteros que tenemos al servicio del Estado de México, son pilotos profesionales, ya con muchos años de experiencia y con antigüedad al servicio de este gobierno estatal.

    He solicitado al secretario de Comunicaciones del gobierno estatal, sea el enlace formal para estar participándoles de la información que sea necesaria, y, desde luego, que estén ustedes bien informados de este tema.

    Maestro Apolinar Mena, muchas gracias por su colaboración.

    Quiero participarles, señoras, señores de los diferentes medios de comunicación, que estamos verdaderamente muy consternados. Este es un día muy triste para el Estado de México, porque han perdido la vida dos compañeros al servicio de este estado, y están heridos en el hospital, atendidos afortunadamente en el Hospital otros dos compañeros nuestros.

    Agradecemos su solidaridad, y agradeceremos también su comprensión, para que la información que se dé a la opinión pública, a la ciudadanía, sea veras, sea oportuna, y tendrán toda la colaboración de este gobierno estatal para poder atender las peticiones de información y estar debidamente informando a la opinión pública del Estado de México y de México.

    Muchas gracias por su comprensión. Gracias por su solidaridad, y reitero las condolencias a las familias de los compañeros fallecidos.

    Buenas tardes.

    En este momento acudo al Hospital en donde se encuentran hospitalizados los compañeros que están siendo atendidos clínicamente.

    Que tengan todas y todos, buena tarde.

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