Joseph Lepore and Jan Paul Paladino were sentenced to four years and four days in prison in the Amazon plane collision case when the Legacy 600 jet they were piloting made physical contact with a Gol Airlines Boeing 737. All 154 passengers and crew of the Boeing 737 were killed.
Their sentence was commuted to being banned from flying for four years, and also community service to be carried out in the US. The sentence accuses the pilots of being imprudent and inexperienced, and contends that they turned off the transponder, which the pilots deny.
The Gol jet collided over the Amazon rain forest with an Embraer Legacy 600 executive jet owned by ExcelAire Service Inc. of New York. The GOL InvestigatIon alleges that the pilots of the New York-based executive jet had placed the transponder and collision avoidance system on standby before colliding with the Boeing 737 operated by GOL Linhaus Aereas Inteligentes SA on Sept. 29, 2006.
The Legacy landed safely but everyone on the GOL jet died.
Flight controllers failed to alert pilots that they were on a collision course and also did not notice the transponder was off; in fact they deny turning it off.
On September 29, 2006, at approximately 4:57 pm, Brasilia standard time, a midair collision occurred over the Brazilian Amazon jungle, 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 included 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.
If the transponder is off in either one of two approaching each other aircraft, the T Cast anti collision avoidance system will not work for either. We know there was no aural
warning in either plane to “pull up. Pull up.” Or vice versa.
So for sure the transponder was off in at least one of the planes, and that was probably the Legacy. However, in this Honeywell transponder, it is relatively easy for the
transponder to go off without the crew knowing that (due to design flaws.)
ATC put both aircraft coming at each other from oppostive directions at the same altitude, FL 370, and failed to track and warn, even though they had to know that for some reason the transponder in the exec jet was not working properly.
And who should we look for accountability to if the pilots are being held responsible for a Honeywell issue?
In the continuing saga of Air France Flight 447, whether the victims are Brazilian or French, they certainly qualify for compensation. The question is how much. Everyone involved, the airlines, the insurance companies, the lawyers, the families all have different numbers in mind.
Recovery of the black boxes is not the only Air France news.
In the poker game of damage recovery, Air France must have blinked. The Brazilian Court system rejected the latest offer to the family of the deceased Luciana Clarkson Seba, a 31-year-old Brazilian who died along with her husband and stepparents.
Brazil rejected the appeal and raised compensation from1.2 million reals ($744,000) to 1.4 million reals ($868,000). The decision was unanimous.
Currently French courts are considering manslaughter charges against Airbus. At least Airbus has some good news to temper the bad, since the search has revealed the black boxes. Whether or not the integrity of the boxes has been breached has not yet been revealed. Experts predict both extremes: complete data loss due to the pressure and time and complete data recovery. We tend to believe the data is safe, since these memory devices must pass certification at 3400 G/ 600 psi.
And when that data is recovered, the experts will be examining it, looking at the rest of the gathered evidence, including the wreckage that is being recovered right now, which will have its own tale to tell.
It remains to be seen if the pitot tube theory will be supported by the CDR and FDR; but with all of these various sources coming together, we can anticipate a dimensional inquiry, a coordinated synthesis, and a profound deduction to explicate the enigma that is Air France Flight 447.
What: Amazonaves EMB-810C Seneca PT-EFS en route from Manaus to Santarem Where: Manaus When: April 21, 2011, 14:52 LT Who: 7 fatalities and a dog called Pimpolho Why: A minute after takeoff, an Amazonaves Air taxi which crashed at the threshold of the runway in the neighborhood of Tarumãt West Zone at 3 pm on Thursday had the owner, and his wife and son among those aboard. Antonio Neto Picão, his wife, Luciana, and a son, Matthew, 12 died in the crash and were buried in Boa Vista. Two daughters chose not to fly.
The four other fatalities were Pilot Waldeir Alencar da Silva,, Kelly Cidrônio, Janilça Oliveira Nascimento and Magno Souza. Santos was buried in Manaus, Alves in Minas Gerais and the two other passengers in Santarém. Janilsa and Magno Nascimento Souza were employees.
The cause of the crash has not been determined but Infraero confirmed that the plane was carrying 7 people, but only has a capacity for 5.
Serviço de Investigação de Acidentes Aeronáuticos (Seripa) expects a report in 30 days.
In 2002, an Amazonaves plane crashed in the Amazon;
In 2003, an Amazonaves crashed during a flight inspection;
In 2007, an Amazonaves crashed into a house in Manaus.
All of the crashes were determined to be due to mechanical failure.
The two engines and propellers of the Amazonaves Seneca (PT-EFS) will be sent to Sao Paulo where they will undergo deconstruction to be examined for signs of defect.
They say that time heals all wounds. And in a sense that may be true even for the families who lost loved ones in a plane crash, as long as we can interpret “healing” to mean that time eventually eases the sharpness of the pain of loss. And while that degree of healing is something that happens with people because our nervous systems are built for survival and allow us to adapt to even agonizing loss, the same thing is not true of mechanical equipment. While people bathed in time may get a little better, black boxes, radar components and computers that sit in salt water for a long period of time do not get better. In fact a scientist could present us a ratio of the time an item spends in ocean water : accessibility of evidence in terms of a diminishing ratio of accessibility. Or in other words, the longer evidence soaks in salt water, the more diminished our capacity to analyze it. Not that the same ratio applies across the board, of course–the frailty of paper in salt water is not the same as metal. And rice paper would differ from bond which would differ from cardstock. But in general, one can certainly say the longer evidence sits in the ocean, the more degraded that item will be. Ocean-time won’t heal evidence; but it sure helps damage or destroy it. So any evidence that we find now has been quietly degrading for almost 2 years.
So now we have the news that the fourth search for the black boxes has turned up something even more stupendous–they found identifiable remains. Great hosannas and praise by the submarine-load is being lavished by the audience of a world who is transfixed by the news. How amazing it is that on this fourth search for a needle in a haystack, after two years time and ocean currents, and countless storms and tides, with each passing moment making discovery that much less likely, after all this, a needle is found. But who is the world praising? The searchers, certainly. The searchers have as they say these days “mad” skills. But let’s not praise the sponsors of the search.
If not for the sponsors quitting, this discovery would have been found two years ago, or sometime between then and now. Because let us not forget the sponsors of the search, Air France and Airbus—both of whom could well afford to continue—have THREE TIMES quit. Quit the search, leaving key questions unanswered. Quit the search, the black boxes with their priceless knowledge, unfound. Quit the search, and left the families dissatisfied, and without closure.
Nevermind that this is such a timely find. Days after a judge takes the high road of French law and declares Airbus and Air France open to a criminal investigation for the crash of Air France 447, suddenly we have such a “feel good” media moment. Bodies found. Good job, searchers. Bad job Air France. Bad job Airbus.
If you had not given up, (and let’s face it, your reasons were purely financial,) what is lost would have been less dispersed by currents and time. And perhaps what is more important, the families would not be having their wounds reopened. Because these are not live family members found. This will not be true joy and true relief. This is just re-opening that sense of grief and pain, which is torturous after the anesthetic of two years. For those families whose lost are still lost. And for those families now able to receive their two lost loved ones, the grief and pain will be renewed. It will force them to relive the deaths all over again. Because even when they’re found, they’re still lost.
The question remains, why did you ever quit the search? This Pandora’s box of pain could have been closed and laid to rest by now, if you had not quit. Shame on you.
Costuma-se dizer que o tempo cura todas as feridas. Em certo sentido, isso até pode ser verdade para as famílias que perderam entes queridos em acidentes aeronáuticos, contanto que interpretemos essa “cura” como um alívio à agudeza da dor e do sofrimento. E embora esse nível de cura seja algo possível às pessoas porque nosso sistema nervoso é projetado para sobreviver, permitindo que nos adaptemos à mais agonizante perda, o mesmo não é verdade para equipamentos mecânicos. Ainda que pessoas banhadas pelo tempo possam ficar um pouco melhores, caixas-pretas, peças de radar e computadores abandonados em água salgada por um longo tempo não ficam nem um pouco melhor. Na verdade, um cientista poderia nos apresentar uma relação em função do tempo que um item permanece em baixo d’água, demonstrando uma taxa decrescente de acessibilidade das evidências. Em outras palavras, quanto mais tempo uma evidência fica submersa, menor é nossa capacidade de analisá-la. Isso não significa que uma mesma taxa se aplique a todas as evidências – é claro que a fragilidade do papel na água não se equipara à do metal. De modo geral, contudo, pode-se afirmar que quanto mais tempo um item permanecer no mar, mas degradado ele ficará. O tempo no mar não trará cura às evidências, mas certamente ajudará a danificá-las ou destruí-las. Logo, qualquer evidência que encontremos agora terá enfrentado uma lenta degradação por quase dois anos.
Agora somos surpreendidos pela notícia de que a quarta busca pelas caixas-pretas encontrou algo ainda mais estupendo: corpos que podem ser identificados. Graças e louvores pelas descobertas submarinas têm sido dadas pelo público mundial que se mantém atento às notícias. Como é incrível que nessa quarta busca de uma agulha no palheiro, já após dois anos, com correntes oceânicas e diversas tempestades e marés, e com o passar do tempo tornando qualquer descoberta cada vez mais improvável, uma agulha tenha sido encontrada. E quem está sendo saudado pelo mundo? As equipes de busca, com certeza. Elas demonstraram habilidades verdadeiramente fenomenais. Mas não vamos enaltecer os patrocinadores das buscas.
Se os patrocinadores não tivessem desistido, essas descobertas teriam sido feitas há dois anos, ou em algum momento entre a data do acidente e hoje em dia. Por isso, não vamos esquecer que os patrocinadores das buscas, Air France e Airbus, que bem podiam ter arcado com sua continuidade, abandonaram-nas por três vezes. Abandonaram as buscas, deixando importantes perguntas sem resposta. Abandonaram as buscas, deixando perdidas as caixas-pretas e suas valiosas informações. Abandonaram as buscas, deixando famílias insatisfeitas e sem uma conclusão.
Não importa que essa descoberta seja tão oportuna. Dias após um juiz aplicar os rigores da lei francesa e declarar que a Airbus e a Air France podem ser investigadas criminalmente pelo acidente com o voo 447 da Air France, temos de repente um “agradável” momento na mídia. Corpos são encontrados. Bom trabalho, equipes de busca. Grande falha, Air France. Grande fracasso, Airbus.
Se vocês não tivessem desistido (e, sejamos francos, seus motivos foram puramente financeiros), as perdas teriam sido menos dispersadas pelas correntes marítimas e pelo tempo. E talvez, ainda mais importante, as famílias não teriam suas feridas reabertas. Como não estamos falando do encontro de sobreviventes, essas descobertas não trarão verdadeiro alívio e verdadeira felicidade. Elas apenas servirão para recrudescer aquela sensação de dor e sofrimento, que é uma tortura após dois anos de anestesia. Para aquelas famílias cujos entes queridos não serão encontrados, e para as demais que agora receberão os restos de seus familiares, a dor e o sofrimento serão renovados. Isso as forçará a reviver as mortes mais uma vez.
Porque, mesmo encontrados, eles continuam perdidos.
A dúvida permanece: “Por que vocês desistiram das buscas?” Se vocês não tivessem desistido, essa Caixa de Pandora de dor já poderia ter sido fechada e enterrada a essa altura. Vocês deviam se envergonhar!
What: Lufthansa Airbus A340-300 en route from Sao Paulo Guarulhos,SP to Munich Where: Sao Paulo When: Feb 21, 2011 Who: not available Why: Thirty minutes after takeoff, the plane developed smoke.
The pilots returned to Sao Paulo where they made a safe landing. The passengers who were not rebooked were scheduled to fly to Munich 19 hours later.
– Elbit Systems Ltd. (NASDAQ and TASE: ESLT) (“Elbit Systems”) announced today that its Brazilian subsidiary, Aeroeletronica Ltda. (“AEL”), was awarded a contract to supply Hermes(R) 450 Unmanned Aircraft Systems (UAS) to the Brazilian Air Force. The contract is not in an amount that is material to Elbit Systems.
This project is a part of the Brazilian Air Forces’ objective to establish independent UAS capabilities, allowing for self-reliant operation and development of UAS in Brazil. Located in Porto Alegre in southern Brazil, AEL performs a variety of projects for the Brazilian Air Force, as well as other branches of the Brazilian Armed Forces.
Hermes(R) 450 is an experienced and mature UAS that has, to date, accumulated over 200,000 operational flight hours in various arenas worldwide. Its capabilities are suitable both for homeland security and anti-terror missions, and it can be equipped with a variety of advanced sensors, according to customers’ requirements. As part of the development of the Brazilian Air Forces’ future UAS, AEL will utilize technological capabilities of its parent company, Elbit Systems, and will also work with local Brazilian industries.
Joseph Ackerman, President and CEO of Elbit Systems, commented: “We are extremely proud of the Brazilian Air Force’s selection of Elbit Systems UAS, a decision that marks yet another significant milestone in AEL’s long-time collaboration with the Air Force. The Brazilian Air Force is considered a global leader, and the selection attests to the quality and maturity of our UAS, currently operational with more than 20 customers worldwide.” Ackerman added: “We hope this new project will further strengthen the cooperation between AEL and the Brazilian Air Force, as well as other Brazilian customers, and will be an incentive for future collaborations.” About Aeroeletronica – Elbit Systems’ subsidiary in Porto Alegre
Located in Porto Alegre (the largest state in South Brazil), Aeroeletronica’s workforce currently includes more than 180 employees – with plans for expanding the workforce in the near future. Based on technological investments, know-how transfer and extensive training of its employees at Elbit Systems’ headquarters, Aeroeletronica is a center of excellence for development, production and logistic support of advanced systems serving Brazilian as well as other South American customers.
About Elbit Systems
Elbit Systems Ltd. is an international defense electronics company engaged in a wide range of programs throughout the world. The Company, which includes Elbit Systems and its subsidiaries, operates in the areas of aerospace, land and naval systems, command, control, communications, computers, intelligence surveillance and reconnaissance (“C4ISR”), unmanned aircraft systems (“UAS”), advanced electro-optics, electro-optic space systems, EW suites, airborne warning systems, ELINT systems, data links and military communications systems and radios. The Company also focuses on the upgrading of existing military platforms, developing new technologies for defense, homeland security and commercial aviation applications and providing a range of support services.
What: Mostardas Aviacao Agrícola Embraer EMB-201 Ipanema while cropdusting Where: Bacopari Brazil on the coast of Rio Grande do Sul When: Jan 17, 2011 Who: 1 fatality Why: A cropduster (PT-GHP) crashed in Bacopari Brazil Monday afternoon at 2:30 pm. The pilot was flying over a farm near the district of Solitude and spraying a rice crop at the time of the incident. V Serviço Regional de Investigação e Prevenção de Acidentes Aeronáuticos is investigating,
What: An American Airlines Boeing 767-300 en route from Sao Paulo to Miami,FL Where: Sao Paulo When: Nov 18 2010 Why: After takeoff, the right engine made an explosive noise, suffered an engine surge and the pilots shut it down. The pilots returned to Sao Paulo and made a safe landing. Significant damage occurred in the engine, and it will have to be replaced.
What: Iberia Airbus A340-300 en route from Sao Paulo Brazil to Madrid Where: Sao Paulo When: Nov 12th 2010 Why: While en route, the flight developed problems with their radar and returned to Sao Paulo where they made a safe landing.
What: Varig Logistica Boeing 757-200 freighter en route from Manaus to Sao Paulo Where: Manaus When: Nov 10th 2010 Who: 2 crew Why: While lining up for departure, a freighter loaded with 30 tons of goods to Sao Paulo got stuck on the runway when two main gear tires deflated. Rain and the beached plane effectively disabled most of the runway for several hours.
George’s Point of View
Maintenance, Maintenance, Maintenance
I find the timing of this incident extremely ironic, when noticing that today we have also received and published a press release highlighting how the “Goodyear Expert Cites Tips for Proper Aircraft Tire Maintenance,” a press release showcasing a Goodyear Tires Product Support Manager’s Tire maintenance manual. It even has photo sections for aviation “tire whisperers” who want to recognize what happened to a tire by the visible damage.
You would think that we would know tires get flat by now, if only from our experience of all the cars on the road.
What: Brazilian F-5M fighter Where: military base in southern Brazil When: September 6, 2010 8:45 a.m. Why: During routine operations, a metal panel from the F-5M fell from the fighter on to a street in downtown Cachoeirinha. It struck the pavement at a high rate of speed, bounced and sent shards of metal flying. No one was injured.
What: TAM Linhas Aereas Airbus A320-200 en route from Sao Paulo to Joao Pessoa Where: Belo Horizonte Brazil When: Sep 6th 2010 Who: 144 on board Why: While en route, a sick passenger tried to use an emergency door. The plane diverted to Belo Horizonte where the passenger was hospitalized with a nervous breakdown. The flight continued later.
What: Passaredo Linhas Aéreas Embraer ERJ-145LU en route from Sao Paulo to Vitória da Conquista, Bahia, Brazil Where: Brazil When: August 25, 2010 Who: 24 passengers and 3 crew Why: The plane had a normal approach. This sounds like the merging of several versions:
The crew was attempting a belly landing, after the landing gear were not responding properly.
Prior to the runway, the plane had a tail strike and went out of control.
The flight touched down short of the runway and the landing gear ripped free and the plane skidded out of control.
What is indisputable is that after the plane skidded to a stop, the right engine briefly caught fire. Two passengers had minor injuries. From the photos, this looks like a miracle that no one was killed.
The Embraer sustained substantial damage and is considered a total loss.
George’s Point of View
I am marking this as unresolved. Of course ALL crashes we report are unresolved because the final report may not be out for YEARS. But this one seems contradictory. If the flight was making a belly landing, ATC would not be considering this a normal approach.
So this looks to me like the plane just landed short of the runway and sheared off its landing gear. But I am not in Bahia, Brazil and will have to wait on the report to know what really happened.
What: TAM Linhas Aereas Airbus A319-100 from Sao Paulo to Sao Jose do Rio Where: Sao Jose do Rio When: Aug 5th 2010 Who: 137 people on board, Why: Before touching down, the crew reported technical problems. A hundred meters before the runway threshold, they landed onto grass, damaged a perimeter fence, and had a flat, but managed to taxi to the gate. There were no injuries. An alternate plane will be provided for the next leg of the journey.
What: Avianca Brasil Fokker 100 en route from Florianopolis to Sao Paulo Where: Congonhas When: Jul 11 2010 Why: While on approach to Congonhas, the plane developed hydraulic failure. The flight diverted to Guarulhos where it made a safe landing.
What: Air France Boeing 747-400 en route from Rio de Janeiro to Paris Where: Atlantic When: July 10, 2010 Who: 405 passengers and 18 crew Why: While en route, the crew was radioed that a woman had called Galeao Antonio Carlos Jobim International Airport with information about a bomb aboard the flight. The flight diverted to Recife Brazil and made an emergency landing. Passengers immediately disembarked and were searched. The plane and baggage were inspected for bombs and explosives. Nothing was found.
The airline reports that they will provide hotel accommodations for passengers. When (if) the plane is cleared, it will be allowed to continue.
The Air France Flight 447 designation has been suspended since the Air France Airbus crashed on June 1 2009. This flight was designated AF 443.
What: TRIP Linhas Aereas Aerospatiale ATR-42-300 en route from Sao Paulo to Ipatinga to Governador Valadares to Vitoria Where: Ipatinga Brazil When: Jun 28 2010 Who: 47 passengers and 4 crew Why: On landing at Ipatinga, the plane veered off the runway. On touch down, the landing gear came loose and was damaged. The pilot announced to passengers that the left hand propeller did not go into reverse due to a malfunction.
A replacement flight was provided to accommodate passengers flying through to Governador Valadares or Vitoria.
There were no injuries. No opinion has yet been issued on whether the damage was due to a high speed landing or other cause. ANAC is investigating.
What: TAM Linhas Aereas Airbus A320-200 en route from Brasilia to Sao Paulo Where: Sao Paulo When: June 24 2010 Who: 171 people on board Why: On approach to Congonhas, the pilot was notified of a flight leaving Congonhas, and had to maneuver according to ATC direction, then continued on to land at Congonhas. Meanwhile, one of the flight attendants landed on a passenger. No one was injured in either event.
The plane causing the evasive maneuver was an Embraer EMB-110 Bandeirante.
What: Corpo de Bombeiros do Rio de Janeiro/Fire Department Air Tractor AT-802 en route to (and from) Resende Airport Where: Rio de Janeiro When: Apr 27, 2010 Who: Two firemen, Major Jasper Sanderson and 27 year old trainee Luís Guilherme Neto Why: Two minutes after taking off from the airport on a training flight on the new plane, the pilot lost control of the plane and it crashed on to a city street, leaving no survivors. Sixty families had to be evacuated from the neighborhood because of the danger of explosion. The plane had the capacity to carry 3100 liters of water.
What: Record TV News helicopter Where: Sao Paulo’s jockey club When: February 10 Who: Pilot and cameraman Why: News network’s Astar helicopter developed rear engine failure and careened to the grass of Sao Paulo’s jockey club. The pilot managed to avoid rush hour traffic on Marginal Pinheiros, and no one on the ground was injured. The cameraman Alexandre Borracha was conscious when on the way to the hospital, surviving with serious injury. The pilot Rafael Delgado Sobrinho was found slumped over the controls died on the scene. The accident was filmed by another news crew.
Pilot of the helicopter filming the crash incident was Globo pilot Dato de Oliveira, who followed and landed, and rushed to assist; he turned off the fuel pump and battery to avoid an explosion.
Both crews were in the area filming a bank robbery.
Longer video from the crashed vehicle and Portuguese newscast
What: UPS Boeing 767-300 en route from Sao Paulo to Buenos Aires Where: Sao Paulo When: Feb 7th 2010 Why: While en route, the flight developed hydraulics issues and returned to Viracopos to make a safe landing.
What: GOL Transportes Aereos Boeing 737-700 en route from Bauru to Sao Paulo Brazil Where: Bauru When: Feb 2 2010 Who: 82 on board Why: Prior to take-off, the engine presented an automated warning sufficient to deter the pilots from taking off. Details about the warning have not been made public although they were adequate for Gol to begin an investigation. While the original plane went into maintenance, a replacement plane was provided within four hours.
George’s Point of View
While we of course have no idea what the warning was, nor how important an issue it represented, we commend GOL for taking proactive action and responding to warning systems as they were intended to be. Hopefully maintenance will become as diligent as the crew that actually has to be in the plane aboveground.
What: TRIP Linhas Aereas Aerospatiale ATR-72-500 en route from Curitiba to Cascavel Brazil Where: Cascavel When: Jan 10th 2010 Who: 70 on board Why: Near Cascavel the left engine caught fire. The engine was shut down and the fire suppression system activated and put it out. However, Cascavel was closed due to low visibility, and the flight diverted to Iguassu Falls. Cascavel travelers were bussed from Iguassu Falls.
Dourados and Campo Grande passengers were provided connecting flights.
What: TAM Linhas Aereas Airbus A320-200 en route from Rio de Janeiro to Buenos Aires Argentina Where: Porto Alegre When: Dec 19th 2009 Who: 149 passengers Why: While en route, the left engine developed problems and the crew shut it down. The crew diverted the plane to Porto Alegre and made an safe landing.
What: JAD Taxi Aeréo Embraer EMB-810C Seneca en route from Porto Alegre to Santa Mari Where: Porto Alegre-Salgado Filho When: Nov 16, 2009 Who: Pilot and copilot Why: Immediately after takeoff, the crew detected problems with the landing gear and requested a return to the airport. On landing, the gear was stuck, and the plane made a forced belly landing, sustaining significant damage.