Americano aereo civile

BIMAN Bangalesh Airlines NEW 777-300ER Service From Nov 2011 with Manchester / Milan Launch

2011-09-19T17:23:00.001-07:00

BIMAN Bangalesh Airlines NEW 777-300ER Service From Nov 2011 with Manchester / Milan Launch

As per 19SEP11 GDS timetable and inventory display, BIMAN Bangaladesh Airlines is set to introduce NEW Boeing 777-300ER aircraft starting November 2011, which will operate service to Europe at initial stage.
Service to Italy sees Rome increasing from 1 to 2 weekly, by-passing Dubai stop in both direction. The airline will also launch Milan Malpensa service. UK service will see 2 of 5 weekly London Heathrow flight operating NONSTOP, also by-pass Dubai stop. With the launch of 777-300ER service, it’ll resume service to Manchester.
Initially planned 777-300ER operation, subject to further changes, as follows:

Dhaka – London Heathrow – Manchester – Dhaka – Sylhet eff 02NOV11
*London Heathrow: 2 of 5 weekly operates with 777-300ER on NONSTOP basis on outbound
*Manchester: Service Resumption, 2 weekly service
BG015 DAC1005 – 1505LHR 777 3
BG017 DAC1040 – 1540LHR 777 6
BG016 LHR1650 – 1750MAN1920 – 1150+1DAC1330+1 – 1410+1ZYL 777 3
BG018 LHR1755 – 1855MAN2025 – 1255+1DAC1430+1 – 1510+1ZYL 777 6

Dhaka – Rome – Milan Malpensa – Dhaka
*Rome: Increase from 1 to 2 weekly, Dubai stop eliminated
*Milan Malpensa: NEW 1 weekly service from 31OCT11, increasing to 2 from 28NOV11
BG055 DAC0930 – 1440FCO 777 15
BG056 FCO1630 – 1745MXP1915 – 0930+1DAC 777 15

BG056 Day 5 service from 04NOV11 to 25NOV11 operates:
BG056 FCO1630 – 0610+1DAC 777 5

Configuration of the Boeing 777-300ER is 35 Business Class seats and 384 Economy Class sea

[Il mio primo TR] Lo avreste mai immaginato un TR così? NAP-FCO-BRI-FCO-NAP

2011-09-18T21:37:00.000-07:00

[Il mio primo TR] Lo avreste mai immaginato un TR così? NAP-FCO-BRI-FCO-NAP

Eccoci qua, dopo circa 6 anni di lettura del forum di aviazione civile mi accingo a mettere giù il mio primo TR (che non sta per Type rating) ma bensì per Trip Report.Ne approfitto per fare una sonora (ovviamente affettuosa) pernacchia a tutti coloro che scrivono trip report multitratta con codici aeroportuali che neanche la IATA conosce, niente voli di lungo raggio, niente business, niente borse PRADA e soprattutto niente autoscatti nel cesso e delle proprie gambe per mostrare il pitch. Il mio cercherà di essere un trip report "my style", molto napoletano, poco British, ricco di foto e soprattutto con lo scopo di intrattenere il lettore con un report simpatico e scorrevole da soggetti semplici e foto scattate in due città vicine un tiro di schioppo. (Qualcuno si chiede, ma non era meglio un autobus a 18€ o fare 2h di auto?) Ormai il danno è fatto Ho semplicemente approfittato di alcuni giorni di riposo per andare a trovare alcuni vecchi amici ed ho approfittato della tratta per realizzare il mio primo TR, magari ci prendo gusto e presenterò TR di destinazioni più interessanti, ma intanto è un'ottima occasione per capire e mettere sul campo la mia esperienza di lettore di viaggi e confrontarmi con tutti gli altri "reportatori"Per le foto ho utilizzato una Canon Eos 450D + 17-35mm Sigma + 50mm Canon + Lampeggiatore Speedlite EX mentre il vettore è ovviamente Alitalia.Let's start

"Ueeeee uagliòòòòòòò, amma iiii a Bruxelles???? A Parigggg??? A Madriiiddddd??? A London?????? Camma fàààààà????"Comincia così la telefonata di un carissimo amico, in pratica si trattava di organizzare un week-end all'estero, ma un trasloco (suo) ha complicato le cose. E quindi? E mò che faccio???Ma no è più forte di me, io mi scoccio di andare da solo in una località, lo trovo veramente deprimente passare qualche giorno in viaggio da solo, e solo l'idea mi mette tristezza. Inizio a scorrere la rubrica dicendomi, vediamo un pò chi è disponibile in Italia!Alla fine la spuntano gli amici baresi, perfetto andiamo! C'è solo un piccolo dettaglio, devo necessariamente passare per Roma per motivi lavorativi, e così la seconda tratta viene effettuata il giorno dopo la partenza. Detto fatto si comincia! Warning e disclaimer, non posto dati di LF, in fondo chissenefrega

Dopo 3 minuti di lungo viaggio in auto mi ritrovo davanti alla nuova facciata del terminal

E questa è la situazione dei voli nel tardo pomeriggio capodichinese

I soliti napoletani...vogliono arrubbare 400g di peso!

Passo al check-in, la fila è davvero scorrevole e soprattutto gli addetti lavorano a velocità siderale, davvero molto gentili e celeri, ritiro la carta d'imbarco in meno di 20 secondi e mi proietto al piano superiore dove ci sono i controlli di sicurezza.Salendo la scala mobile

Passo davanti a una delle simpatiche vetrinette di Napoli mania che mi ricordano cosa sono nella realtà da Roma a salire

Sto per accedere al prefiltraggio dei varchi sicurezza e un cartello mi ricorda che nel caso dovessi partire con oltre 10000€ dovrei prima dichiarare il tutto in dogana

Così, un pò preoccupato, decido di dare una occhiata al portafogli, in fondo è sempre bene fare un double check, non vorrei avere problemi con la guardia di Finanza, soprattutto in periodo di crisi economica. Questa è la situazione del mio portavalori

....mmm It seems I don't curr Any Risk! Tets Greit! Assafà! Tiro un sospiro di sollievo e passo al prefiltraggio dove una simpatia famiglia saluta un parente che parte. Ho avuto un flash back al momento e ho sperato che lo speaker dell'aeroporto mettesse in diffusione per l'intero aeroporto "Cient'Anne" di Mario Merola e Gigi D'Alessio, con tanto di scene di lacrime e urla del tipo "e' figl so' piezz e'core".

Ovviamente tutto ciò non può accadere ma mi fa sorridere comunque, in fondo mi fanno anche un pò tenerezza. Torno sulla terra e passo i vari check e contro check! La situazione sul piazzale è questa

Passaggio obbligato al duty free

Questa invece è la nuova ala dell'aerostazione dove ci sono i nuovi pontili di imbarco, davvero bella l'idea di installare questi simpatici divanetti, sono davvero comodi!

Molto simpatica anche l'idea di aprire un mozzarella bar, niente foto però, ci sono troppi "milanesi" in giacca e cravatta intenti ad assaporare la mozzarella di bufala, vorrei evitare di essere linciato. p.s quando intendo milanese, parlo in senso "lato", ovvero parlo di qualsiasi polentone che viene al sud per motivi lavorativi e utilizza lo scalo napoletano per tornare a casa.

Passo davanti uno dei pontili in costruzione, la situazione è questa

Mi reco all'uscita A6 per imbarcarmi su un volo AZ destinazione FCO

E intando, in coda, il milanese fa scorta di prodotti tipici locali

L'aereo è proprio a 5 metri dal cancello di uscita, ma nonostante tutto si opta per l'interpista. Inizio a scusarmi per il rumore delle foto, scende la sera e aumentano gli ISO.

Sceso dal "Ciccio bus" scopro che voliamo su EI-IXC, Airbus A321

E dalla scaletta

In pochi minuti scende il buio, decollo da 24 e questa sotto di me è Napoli...me ne accorgo non tanto dalla foto ma bensì dal fatto che quando metto il braccio fuori dal finestrino, mi fottono l'orologio, e pensare che me lo avevano pure detto!

Dopo un lungo raggio di 33 minuti si atterra a Roma, ecco lo smistamento transiti, inutile dire che dal volo per Napoli sono l'unico che non transita ma si reca all'uscita

Esco dal terminal e la situazione è la seguente

Bus time table. Mi chiedo, esiste il decreto Bersani anche qui?

In attesa che il compare, mi venga a prendere provo qualche notturna

Ma soprattutto passo a fare bancomat...I think I need it!

Mentre la sera, in polemica aperta con tutti, insieme ad alcuni "compari" mangiamo una pizza a Roma

Adesso basta! Smettetela voi romani di dire che la pizza a Napoli è alta!!! Ma dove???? Avete mai visto lo spesso di una napoletana con una fatta a Roma? Scusate la polemica, ma la dobbiamo finire di confondere i prodotti locali, come a Napoli non sappiamo cucinare l'amatriciana, i romani devono smettere di dire che la pizza napoletana non è buona. Invidiosi! Ci vuole il micrometro per misurare lo spessore di una fatta ad hoc a Naples! Mò basta!!!Voi mangiate biscotti croccanti con il pomodoro, non pizze!!!!Scusate lo sfogo polemico, ma quando c'è vo, c'è vo!

Si va a dormire ed il giorno dopo, il giro continua

Si ritorna a FCO, talmente in ritardo che il tempo per fare foto è davvero poco! Imbarco per Bari per ultimo giusto in tempo.

I francesi spingono

Ed eccoci sotto il mio aereo EI-DTN, pieno quasi a tappo, spazio per le valige praticamente 0, menomale che a bordo gli aa/vv sono cortesi e gentili e riescono a risolvere il problema, bravi così

Qualcosa mi dice che siamo al parcheggio 310...

al mattino ...[ 6 foto]

2011-09-18T21:35:00.000-07:00

al mattino ...[ 6 foto]

Tentativo di panning al CRJ 1000 di Air Nostrum... Ore 7 del mattino....Per finire, ancora un paio di biz...Spero vi piacciano...

Ciao!!

American Airlines chiude Bruxelles-Chicago

2011-09-18T21:32:00.001-07:00

American Airlines chiude Bruxelles-Chicago

Era operativa dal 1989!United che è subentrata solo dalla S10 rimarrà in solitaria a 'godersi' il lavoro di 23 anni di American.Nel 2010 dopo tanti anni era stata chiusa anche la Chicago-Francoforte, sempre di AA.

American plans to stop Chicago-Brussels flights after 22½ yearsByTerry Maxon/Reporter

tmaxon@dallasnews.com | Bio

3:51 PM on Fri., Sep. 16, 2011 | Permalink

American Airlines plans to stop its daily flight between Chicago's O'Hare International Airport and Brussels, Belgium, on Nov. 6.

American spokesman Jim Faulkner said Friday that it was a variety of factors that led to the decision.

"High oil prices, a weakened global economy and reduced travel demand have all affected the route's performance, making it unsustainable in the long term," Faulkner said.

He noted that American would continue to serve Brussels with its daily flight from New York's Kennedy International Airport.

American began service to Brussels from Chicago and New York in May 1989. The carrier discontinued the New York-Brussels flight in October 1997, then resumed it in May 2004.

American also launched Dallas/Fort Worth-Brussels service in April 1993, but stopped those flights after five months.

American's treasurer, Beverly Goulet, told the Deutsche Bank transportation conference on Tuesday that American would fly about 0.5 percent less capacity in the fourth quarter than it previously had planned.

For reference, American's daily Boeing 767-300ER round trip between Chicago and Brussels would generate around 56.16 million available seat miles in a 30-day month, or about 0.46 percent of the 12.31 billion ASMS flown by American last November. However, there are other schedule changes underway as well.

The cancellation of the Chicago-Brussels flight isn't expected to have an impact on American's job numbers in Chicago, and it'll ease any shortage of pilots caused by an unusually high number of retirements at the end of August.

http://aviationblog.dallasnews.com/a...p-chicago.html

Royal Jordanian eyes Africa expansion with new routes

2011-09-18T21:31:00.001-07:00

Royal Jordanian eyes Africa expansion with new routes

CEO Hussein Dabbas said the African continent is a potentially lucrative addition to Royal Jordanian's routesState-backed airline Royal Jordanian is set to expand its African footprint with the launch of four routes to the continent, the loss-making carrier said Saturday.Royal Jordanian, which booked a JD39.2m ($55.3m) loss in the first half of 2011, will begin operations to the Nigerian city of Lagos in November. The route will be followed by flights “in the near future” to Accra in Ghana, the Kenyan capital of Nairobi and Addis Ababa, the capital of Ethiopia, the airline said in an emailed statement.The carrier expects to capitalise on the large number of Muslim pilgrims that will continue their journey on to the Saudi cities of Makkah and Medina, CEO Hussein Dabbas said in the statement.“We have no proper connection with Africa and we are seeing that the African continent is up and coming, economically and the people have started to have a lot of disposable income to travel,” Dabbas told Arabian Business last year.“We would like to expand into the continent to expand more on the network and connect the African nations with Jordan and the Middle East.”Royal Jordanian has existing routes to Khartoum in Sudan, Libya, Tunisia and Egypt, but Lagos marks the airline’s first expansion into Sub-Saharan Africa.The state-backed carrier struggled with political unrest, high oil and a decline in tourism across the Middle East during the first half of the year.In July, the airline said its fuel bill had reached JD135m ($190m) in the six months to June 30, compared to JD93m and JD63m in the same period in 2010 and 2009 respectively.The impact of the Arab Spring, which slowed tourism to a trickle in traditional travel hotspots such as Egypt and Tunisia, led the airline to scrap 677 round-trip flights.

Quale futuro per il Terminal 2 di Milano Malpensa?

2011-09-18T21:30:00.000-07:00

Quale futuro per il Terminal 2 di Milano Malpensa?

Questa sera mi trovavo intorno alle 20 al T2, alla disperata ricerca di qualcosa da mettere sotto i denti (vana, perchè dato l'orario era già tutto chiuso) e, dato che da poco era terminato un violento acquazzone, ho notato che ormai piove dentro ovunque! Una volta mi pareva che il tutto fosse localizzato all'area vicino ai varchi di sicurezza, ma stasera c'erano secchi dappertutto. Ora mi chiedo: cosa ha intenzione di fare SEA del T2? Cade a pezzi, mancano aree per il pre-boarding (essenziale per velocizzare i turnaround degli aeroplani), non c'è un collegamento ferroviario e il collegamento col T1 e la sua stazione avviene col bus navetta... evidentemente l'intenzione è quella di tenerlo, visto che sull'apron sono appena state rifatte le luci delle taxiway e sono ormai a buon punto i lavori per le tubazioni del carburante e le GPU, ma sull'edificio del terminal che progetti ci sono?

TLV-FCO 18-09-11 Sesso orale ad alta quota

2011-09-18T21:28:00.001-07:00

TLV-FCO 18-09-11 Sesso orale ad alta quota

Da quanto comunicatomi da una collega rampa az a quanto pare il comandante del suddetto volo avrebbe chiesto in fase di atterraggio la polizia sottobordo non appena arrivati allo stand.Da quanto le è stato comunicato il volo non era pieno, e dopo il decollo in parecchi hanno cambiato posto, fra i quali un ragazzino di 17 anni, a bordo con tutta la famiglia.Poco prima della fase di discesa il padre chiedendosi dove fosse finito comincia a cercarlo e quando lo trova la scena è questa : ragazzino seduto lato finestrino con pantaloni e slip abbassati e accanto una signora 45enne che si dava parecchio da fare...avete capito insomma.Ovviamente il padre non vedendoci più ha cominciato a picchiarla fin quando poi la situazione è diventata rissa generale tra i genitori del ragazzino e la "signora" con le amiche al seguito.A quanto pare gli addetti delle pulizie hanno persino trovato gli slip della signora durante la pulizia cabina.C'è qualcuno che sa info aggiuntive? Avete sentito anche voi di questa storia?

Io shockato

Qatar Airways incrementa Roma e Milano

2011-09-18T21:27:00.001-07:00

Qatar Airways incrementa Roma e Milano

Dopo l'esperimento di 3 mesi con un A319 che volava in notturna 4xw in aggiunta al daily consueto, dal 1 dicembre la FCO-DOH passa da 7 a 14 frequenze fisse.

Anche la MXP-DOH, un mese dopo, passerà da 7 a 11 frequenze (rimangono 3 frequenze in condivisione con Nizza).

Confermato al momento senza variazioni il daily su Venezia.

Il totale di frequenze QR in Italia sale così a 32 settimanali (fino a giugno di quest'anno erano 14...)

Qui di seguito gli operativi nel dettaglio (dall'Italia). In blue le nuove frequenze, così risultano facilmente visibili.

Roma

QR 82 FCO DOH 11.10 18.30 (1-3-5-7) A-333QR 88 FCO DOH 15.55 23.15 (-2-4-6-) A-333QR 80 FCO DOH 22.20 05.40 (1234567) A-320 (nuovo dal 1 dicembre 2011)

Milano

QR 36 MXP DOH 11.05 18.50 (1-3-5-7) A-333 (nei giorni mer/ven/dom origina da Nizza)QR 34 MXP DOH 14.40 22.25 (-2-4-6-) A-333QR 38 MXP DOH 21.50 05.35 (1-3-5-7) A-320 (nuovo dal 1 gennaio 2012)

Venezia

QR 962 VCE DOH 15.10 22.50 (1234567) A-320

News flotta Alitalia-CAI - Parte 3

2011-09-18T21:26:00.000-07:00

CONSEGNE NUOVI AEROMOBILI

Embraer ERJ-175 (E75 CT)

01 EI-RDA "Parco Nazionale del Gran Paradiso" (c/n 170-00330): 28ott11 (prev.)
02 EI-RDB "Parco Nazionale dello Stelvio" (c/n 170-00331): nov11 (prev.)

Embraer ERJ-190 (E90 CT)

01 EI-RNA "Parco Nazionale del Vesuvio" (c/n 190-00470): 23set11 (prev.)
02 EI-RNB "Parco Nazionale del Pollino" (c/n 190-00479): 07ott11 (prev.)
03 EI-RNC (c/n 190-00503): dic11 (prev.)

Airbus A319-111 (319 AZ)

01 EI-IMM "Vittorio Alfieri" (MSN4759): 29giu11 AZ8921 XFW-FCO (Cons.) / 02lug11 AZ1321 FCO-BLQ (1° volo comm.)
02 EI-IMN "Carlo Collodi" (MSN4764): 05ago11 AZ8920 XFW-FCO (Cons.) / 09ago11 AZ1429 FCO-TRN (1° volo comm.)
03 EI-IMP "Italo Svevo" (MSN4859): 30set11 (prev.)
04 EI-IMR "Italo Calvino" (MSN4875): ott11 (prev.)
05 EI-IMS "Giuseppe Parini" (MSN4910): nov11 (prev.)
06 (MSN5018): gen12 (prev.)

Airbus A320-216 (32S AZ)

2009 (9): EI-DTB / DTD / DTC / DTE / DTF / DTG / DTH / DTI / DTJ
2010 (10): EI-DTK / DTO / DTN / DTL / DTM / EIB / EIA / EID / EIC / EIE

Airbus A330-202 (330 AZ)

2010 (2): EI-EJG / EJH

03 EI-EJI "Canaletto" (MSN1218): 15apr11 AZ8921 TLS-FCO (Cons.) / 21apr11 AZ642 FCO-EWR (1° volo comm.)
04 EI-EJJ "Michelangelo Merisi da Caravaggio" (MSN1225): 19mag11 AZ8920 TLS-FCO (Cons.) / 25mag11 AZ628 FCO-ORD (1° volo comm.)
05 EI-EJK "Giotto" (MSN1252): 15set11 AZ8921 TLS-FCO (Cons.)
06 EI-EJL (MSN1283): gen12 (prev.)
07 MSN1308: mag12 (prev.)
08 MSN1313: mag12 (prev.)
09 MSN1327: lug12 (prev.)

************************* ************************* *************************

RIEPILOGO FLOTTA

*** AZ (Alitalia) ***

(in verde gli aa/mm con nuova livrea Alitalia (compresi gli "Special") - Tot. 73 | 'XX: aa/mm ex AirOne)

McDonnell Douglas MD-82 (M80 AZ - 141 Seats) (7)
I-DACR / CS / CZ / NW / TG / TM / TQ

McDonnell Douglas MD-82 (M82 AZ - 164 Seats) (11)
I-DACV / ND / NF / NG / NH / NQ / NU / TC / TE / TI / VT

Airbus A319-112/111 (319 AZ - 138 Seats) (14)
EI-IMB / C / D / E / F / G / H / I / J / L / M / N / O / I-BIMA

Airbus A320-214 (320 AZ - 165 Seats) (10)
EI-IKF / G / L / U / I-BIKA / C / D / E / I / O

Airbus A320-216 (32S AZ - 165 Seats) (40)
EI-D'SA* / 'SB / 'SC / 'SD / 'SE / 'SF / 'SG / 'SH / 'SI / 'SJ / 'SM / 'SN / 'SO / 'SP / 'SU / 'SV / 'SW / 'SX / 'SY / 'SZ / 'TA / TB / TC / TD / TE / TF / TG / TH / TI / TJ / TK / TL / TM / TN / TO / EI-EIA / B / C / D / E
*Livrea "Alitalia.com"

Airbus A321-112 (321 AZ - 200 Seats) (23)
EI-IXB / C / D / F / G / H / I / J / O / U / V / Z / I-BIXA / E / K / L / M / N / P / Q / R / S / T

Boeing 767-300/ER (764 AZ - 230 Seats) (5)
EI-CRD / F / EI-DBP* / DW / I-DEIG
*Livrea Skyteam

Airbus A330-202 (330 AZ - 230 Seats) (5)
EI-EJG / H / I / J / K

Airbus A330-202 (332 AZ - 277 Seats) (2)
EI-DI'P / 'R

Boeing 777-243/ER (772 AZ - 291 Seats) (10)
EI-DBK / BL / BM / DH / EI-ISD / I-DISA / B / E / O / U

*** AP (AirOne - Smart Carrier) ***

Airbus A320-216/214 (32N AP - 180 Seats) (7)
EI-DSK / L* / R / S / T / I-WEBA / BB
*Base PSA - 32S AP - 165 Seats

*** CT (Alitalia Cityliner) ***

Bombardier CRJ900ER (CR9 CT - 90 Seats) (10)
EI-DOT / OU / RI / RJ / RK / UK / VP / VR / VS / VT

*** XM (CAI First – ex Alitalia Express) ***

Embraer ERJ-170LR (E70 XM - 72 Seats) (5)
EI-DFG* / H / I / J / K / L
*In Phase-Out

*** VE (CAI Second – ex Volare) ***

Airbus A320-214 (32V VE - 165 Seats) (1)
EI-IKB

*** Wet Lease da Air Alps ***

Dornier Do.328-110 (D38 A6 - 31 Seats) (Disponibilità per 1 a/m)

*** A noleggio da Cityjet (Gruppo AF/KLM)***

BAe.146/RJ85 (J85 WX - 95 Seats) (Disponibilità per 1 a/m)

TOTALI

Totale AZ: 127 / Totale AP: 7 / Totale CT: 10 / Totale XM: 5 / Totale VE: 1

Totale Regional: 15 (+2)
Totale Medio Raggio: 113
Totale Lungo Raggio: 22

TOTALE GENERALE: 150 (+2)

Alenia Aeronautica

2011-09-18T18:57:00.000-07:00

Alenia Aeronautica è una società controllata da Finmeccanica S.p.A., è la maggiore realtà industriale italiana in campo aeronautico ed è tra i più avanzati complessi mondiali nel suo settore. L'amministratore delegato della società è il Dott. Giuseppe Giordo.

La società è impegnata nella progettazione, realizzazione, trasformazione e assistenza di una vasta gamma di velivoli e sistemi aeronautici sia civili che militari, per la maggior parte nell'ambito di collaborazioni con le più importanti industrie mondiali del settore.

Alenia Aeronautica occupa oggi oltre 9.000 persone ed è organizzata in diverse aree di business: velivoli da combattimento, velivoli da trasporto militare, velivoli per missioni speciali, aerostrutture e velivoli civili e trasformazione e revisione velivoli (attraverso Aeronavali).

Aviazione militare

Progetta e realizza, direttamente o tramite partecipazione a consorzi e collaborazioni internazionali, velivoli da difesa, da trasporto militare e da pattugliamento e si occupa delle relative manutenzioni, revisioni, trasformazioni e modifiche (retrofit upgrade) dei velivoli da lei prodotti. Tra gli esempi più recenti figurano velivoli come l'Eurofighter Typhoon, l'AMX Ghibli, il Tornado, il G.222 ormai sostituito dal più versatile e moderno C-27J, l'ATR 42MP Surveyor. Alenia Aeronautica partecipa inoltre alla progettazione e realizzazione di strutture per il nuovo cacciabombardiere tattico statunitense F35 Lightning II (JSF). Ha conferito grande prestigio all'azienda la recente realizzazione dei dimostratori tecnologici Sky-X e Sky-Y, due velivoli in grado di volare con l'ausilio del pilota collegato in remoto (quindi della famiglia degliUAV). La differenza tra i due sta nella propulsione. Il primo è spinto da un piccolo motore a getto prodotto dalla Microturbo, mentre il secondo da un'elica spingente trascinata da un motore diesel (il JTD di casa FIAT, opportunamente modificato per il volo ad alte quote). È inoltre in fase di sviluppo un altro velivolo, sempre senza pilota, denominato Molynx, che sarà in grado di effettuare missioni di ricognizione e di sorveglianza del suolo di lunga durata volando a elevatissime quote. I dimostratori tecnologici prodotti sono gli apripista di tutta una famiglia di velivoli Unmanned in corso di sviluppo, alcuni dei quali saranno prodotti in joint venture con il gruppo Mubadala Investment.
[modifica]Aviazione commerciale

Alenia Aeronautica svolge un ruolo centrale nel comparto dell'aviazione commerciale. Attraverso la collaborazione paritetica con la Aerospatiale (oggi confluita in EADS), l'azienda ha realizzato la famiglia di velivoli turboelica ATR 42 & 72 per il trasporto regionale.

Le capacità tecnologiche dimostrate da Alenia Aeronautica nel campo delle aerostrutture ha trovato importanti riconoscimenti attraverso numerose collaborazioni con i maggiori produttori mondiali per la realizzazione di alcuni fra i più noti aerei commerciali esistenti.

L'azienda collabora da lungo tempo con Boeing e partecipa, fornendo parti strutturali, ai programmi riguardanti i velivoli B767, B777, B717,B757 e partecipa (quota del 26 %) alla realizzazione di due sezioni di fusoliera (Grottaglie) e dello stabilizzatore orizzontale (Foggia) delB787, il nuovo e "super efficiente" aereo commerciale della Boeing in Composito. La collaborazione con Airbus include forniture di parti strutturali per gli A321 e, attraverso EADS, la società fornisce parti per gli A300/310, A330 e A340-500/600. Alenia Aeronautica partecipa, inoltre, al nuovo programma A380, il velivolo più grande mai realizzato dalla società europea, con la costruzione di sezioni di fusoliera. ConDassault Aviation l'azienda è impegnata nella realizzazione del Falcon 2000, del Falcon 900EX e del Neuron. Infine troviamo Alenia impegnata nel progetto Sukhoi Superjet 100.
[modifica]Altre attività

Nel campo delle trasformazioni Alenia Aeronautica, attraverso la società Alenia Aeronavali ex-Officine Aeronavali Venezia, detiene una posizione di rilievo internazionale operando su molti dei più importanti aerei sia militari che civili, avendo, inoltre, una vasta esperienza nelle attività di revisione e manutenzione. Dal primo gennaio 2010 Alenia Aeronavali è stata assorbita da Alenia Aeronautica.
[modifica]Sedi e stabilimenti in Italia

Tre stabilimenti Alenia Aeronautica si trovano nell'area metropolitana di Napoli (Pomigliano d'Arco, Casoria, Nola) dove si assemblano fusoliere e si realizzano parti miscellanee per tutti i programmi civile e militari, sia di produzione interna che in subfornitura.
Nell'area del Torinese sono presenti tre stabilimenti, uno in Corso Marche a Torino e due a Caselle, presso l'aeroporto (Stabilimenti Alenia Caselle Nord e Campo Volo Caselle Sud).
Altri stabilimenti si trovano a Foggia (fibre di carbonio e materiali compositi) e Grottaglie (TA) (sezioni di fusoliera), mentre a Roma è situata la sede dirigenziale.
Siti industriali di aziende controllate si trovano a Torino (Alenia SIA), Venegono (VA) (Aermacchi), Tessera (VE) (Alenia Aeronavali),Capodichino (Alenia Aeronavali), Brindisi (Alenia Aeronavali), Nerviano (MI), Galileo Avionica.[1]
[modifica]Principali società controllate e partecipate
Alenia Aermacchi, ex Aermacchi
Alenia Aeronavali, ex Officine Aeronavali Venezia
Alenia SIA, ex Società Italiana Avionica (SIA)
ATR
Quadrics

Aeroplano

2011-09-18T18:53:00.001-07:00

L'aeroplano, o aereo (in forma abbreviata), è un mezzo di trasporto più pesante dell'aria capace di volare. In base alla classificazione scientifica, gli aeroplani sono dei velivoli, insieme agli idrovolanti e agli anfibi.[1] In quanto tali, sono in grado di volare utilizzando una forza aerodinamica (dettaportanza), generata grazie al moto relativo dell'aria lungo una superficie fissa (chiamata ala). Differiscono dagli alianti, in quanto dotati di uno o più motori e per questo motivo rientrano nella più grande categoria delle aerodine a motore, a cui appartengono anche gli elicotteri e altri aeromobili, che però non hanno ali fisse.

Gli aerei sono divisi principalmente in 2 categorie: militari e civili. Quelli militari a loro volta si dividono in aereo da caccia, bombardieri, aerei da attacco al suolo, aerei da addestramento, aerei da ricognizione, aerei da trasporto. Quelli civili si dividono in aerei di linea, aerei per trasporto merci (detti anche cargo), jet executive e aerei da turismo. In generale poi si hanno aerei acrobatici che di solito sono aerei da caccia, da addestramento o da turismo, a volte modificati per adattarli alle particolari sollecitazioni del volo acrobatico.

Altra suddivisione è tra aerei "treassi", dove un qualunque aeroplano in cui il pilota abbia il controllo dell'asse di imbardata, asse di beccheggio e asse di rollio, e aerei "pendolari", dove l'imbardata è assente

AIRCRAFT ACCIDENT REPORT

2011-09-07T07:26:00.000-07:00

AIRCRAFT ACCIDENT REPORT

AERONAUTICA CIVIL OF THE REPUBLIC OF COLOMBIA
SANTAFE DE BOGOTA, D.C. - COLOMBIA

CONTROLLED FLIGHT INTO TERRAIN
AMERICAN AIRLINES FLIGHT 965, BOEING 757-223, N651AA
NEAR CALI, COLOMBIA, DECEMBER 20, 1995

1. FACTUAL INFORMATION

1.1 History of Flight

At 2142 eastern standard time (est) [l], on December 20, 1995, American Airlines Flight 965 (AA965), a Boeing 757-223, N651AA, on a regularly scheduled passenger flight from Miami International Airport (MIA), Florida, U.S.A., to Alfonso Bonilla Aragon International Airport (SKCL), in Cali, Colombia, operating under instrument flight rules (IFR), crashed into mountainous terrain during a descent from cruise altitude in visual meteorological conditions (VMC). The accident site was near the town of Buga, 33 miles northeast of the Cali VOR [2] (CLO). The airplane impacted at about 8,900 feet mean sea level (msl), near the summit of El Deluvio and approximately 10 miles east of Airway W3. Of the 155 passengers, 2 flightcrew members, and 6 cabincrew members on board, 4 passengers survived the accident.

On the previous flight under a different crew, the airplane arrived at MIA from Guayaquil, Equador, at 1438, on December 20, 1996. The Guayaquil to MIA flightcrew reported that there were no significant maintenance or operations-related discrepancies on the airplane. The captain and first officer of AA965 (MIA to SKCL) arrived at the airline's MIA operations office about 1 hour before the proposed departure time of 1640. The operations base manager later stated that

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[1] All times herein are expressed in est, based on the 24-hour clock, unless otherwise indicated. The Colombian and MIA local time was the same (est).

[2] Very high frequency (VHF) omni-directional radio range.

both the captain and first officer were in his office about 40 minutes before the required check-in time, and appeared to be in good spirits.

According to the AA flight dispatcher at MIA, AA965 was delayed about 34 minutes, waiting for the arrival of connecting passengers and baggage. The flight departed the gate at 1714, and then experienced another ground delay of 1 hour 21 minutes that the flight dispatcher stated was related to gate congestion due to airport traffic. AA965 departed MIA at 1835, with an estimated time enroute to Cali of 3 hour 12 minutes.

AA965 was cleared to climb to flight level (FL) 370 [3]. The route of flight was from MIA through Cuban airspace, then through Jamaican airspace, and into Colombian airspace, where the flight was recleared by Barranquilla Air Traffic Control Center (Barranquilla Center) to proceed from KILER Intersection direct to BUTAL Intersection. The flight then passed abeam Cartegena (CTG). Bogota Center subsequently cleared the flight to fly direct from BUTAL to the Tulua VOR (ULQ)

At 2103, AA965 estimated to Bogota Center that they would cross BUTAL at 2107. As AA965 passed BUTAL, Bogota Center again cleared the flight from its present position to ULQ, and told the flight to report when they were ready to descend. At 2110, AA965 communicated via ACARS [4] with AA's System Operations Control (SOC) center, asking for weather information at Cali. At 2111, Cali weather was reported as clear, visibility greater than 10 kilometers, and scattered clouds. At 2126:16, AA965 requested descent clearance. The flight was initially cleared to FL 240 and then to FL 200. At 2134:04, the flight was instructed to contact Cali Approach Control (Approach).

AA965 contacted Approach at 2134:40. The captain, making the radio transmissions [5] said, "Cali approach, American nine six five." The approach controller replied, "American niner six five, good evening. go ahead." The captain stated, "ah, buenos noches senor, American nine six five leaving two three zero, descending to two zero zero. go ahead sir." The controller asked, "the uh, distance DME [6] from Cali?" The captain replied, "the DME is six three." The controller

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[3] 37,000 feet. Flight levels are expressed in hundreds of feet above msl.

[4]Aircraft Communications Addressing and Reporting System.

[5] Based on the air traffic control (ATC) and cockpit voice recordings (CVR), the captain made the radio communications and the first officer was at the controls of the airplane.

[6]Distance measuring equipment, providing a display in nautical miles.

then stated, "roger, is cleared to Cali VOR, uh, descend and maintain one, fve thousand feet. altimeter three zero zero two.... no delay expect for approach. report uh, Tulua VOR." The captain replied, "OK, understood. cleared direct to Cali VOR. uh, report Tulua and altitude one five, that's fifteen thousand three zero.. zero.. two. is that all correct sir?" The controller stated, "affirmative." The captain replied at 2135:27, "Thank you. At 2135:28, the captain informed the first officer that he had "...put direct Cali for you in there." [7]

At 2136:31, Approach asked AA965, "sir the wind is calm. are you able to [execute the] approach [to] runway one niner?" (see approach charts, appendix C, "VOR DME Rwy 19" and "ILS RWY 01") The captain responded, "uh yes sir, we'll need a lower altitude right away though." The approach controller then stated, "roger. American nine six five is cleared to VOR DME approach runway one niner. Rozo number one, arrival. report Tulua VOR." The captain, replied, "cleared the VOR DME to one nine, Rozo one arrival. will report the VOR, thank you sir." The controller stated, "report uh, Tulua VOR." The captain replied, "report Tulua."

At 2137:29, AA965 asked Approach, "can American airlines uh, nine six five go direct to Rozo and then do the Rozo arrival sir?" The Cali approach controller replied, "affirmative. take the Rozo one and runway one niner, the wind is calm." The captain responded, "alright Rozo, the Rozo one to one nine, thank you, American nine six five." The controller stated, "(thank you very much) [8].... report Tulua and e'eh, twenty one miles ah, five thousand feet." The captain responded, "OK, report Tulua twenty one miles and five thousand feet, American nine uh, six five."

At 2137, after passing ULQ [9], during the descent, the airplane began to turn to the left of the cleared course and flew on an easterly heading for approximately one minute. Then the airplane turned to the right, while still in the descent. At 2139:25, Morse code for the letters "VC" was recorded by navigation radio onto the airplane's CVR. At 2139:29, Morse code similar to the letters "ULQ" was recorded. At 2140:01, the captain asked Approach, "and American uh,

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[7] A reference to the airplane's flight management system (FMS).

[8] "Questionable insertion" transcribed during hearing of the tape by CVR invest1gators.

[9]Position based on ATC and CVR recordings, flight data recorder (FDR) information, time and distance measurements, and reconstructed data from the airplane's flight management computer (FMC). (see section 1.16).

thirty eight miles north of Cali, and you want us to go Tulua and then do the Rozo uh, to uh, the runway, right to runway one nine?" The controller answered, "...you can [unintelligible word] landed, runway one niner, you can use runway one niner. what is (you) altitude and (the) DME from Cali?" The flight responded, "OK, we're thirty seven DME [10] at ten thousand feet." The controller stated at 2140:25, "roger. report (uh) five thousand and uh, final to one one, runway one niner."

The CVR recorded the flightcrew's conversations as well as radio transmissions. At 2140:40, the captain stated, "it's that [expletive] Tulua I'm not getting for some reason. see I can't get. OK now, no. Tulua's [expletive] up." At 2140:49 the captain said, "but I can put it in the box if you want it." The first officer replied, "I don't want Tulua. let's just go to the extended centerline of uh...." The captain stated, "which is Rozo." At 2140:56, the captain stated, "why don't you just go direct to Rozo then, alright?" The first officer replied, "OK, let's...The captain said, "I'm goin' to put that over you." The first officer replied, "...get some altimeters, we'er out of uh, ten now."

At 2141:02, Cali Approach requested the flight's altitude. The flight replied, "nine six five, nine thousand feet." The controller then asked at 2141: 10, "roger, distance now?" The flightcrew did not respond to the controller. At 2141:15, the CVR recorded from the cockpit area microphone the mechanical voice and sounds of the airplane's ground proximity warning system (GPWS), "terrain, terrain, whoop, whoop." The captain stated, "Oh [expletive]," and a sound similar to autopilot disconnect warning began. The captain said, "...pull up baby." The mechanical voice and sound continued, "...pull up, whoop, whoop, pull up." The FDR showed that the flightcrew added full power and raised the nose of the airplane, the spoilers (speedbrakes) that had been extended during the descent were not retracted. The airplane entered into the regime of stick shaker stall warning, nose up attitude was lowered slightly [11], the airplane came out of stick shaker warning, nose up attitude then increased and stick shaker was reentered. The CVR ended at 2141 :28.

The wreckage path and FDR data evidenced that the airplane was on a magnetic heading of 223 degrees, nose up, and wings approximately level, as it struck trees at about 8,900 feet msl on the east side of El Deluvio. The airplane

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[10] 37 DME north of the Cali VOR (CLO) places the airplane 6 miles south of ULQ and 28 miles north of the approach end of runway 19 at SKCL.

[11] From FDR data.

continued over a ridge near the summit and impacted and burned on the west side of the mountain, at 3 degrees 50 minutes 45.2 seconds north latitude and 76 degrees 6 minutes 17.1 seconds west longitude. Approach unsuccessfully attempted to contact AA965 several times after the time of impact (see appendix D, two photographs of the accident site).

1.2 Injuries to Persons

Injuries	Flightcrew	Cabincrew	Passengers	Total
Fatal	2	6	151	159
Serious	0	0	4	4
Minor	0	0	0	0
None	0	0	0	0
Total	2	6	155	163

1.3 Damage to Airplane

The airplane was destroyed.

1.4 Other Damage

None. Impact was in tree-covered mountainous terrain.

1.5 Personnel Information

The captain and first officer were certified by the U.S. Federal Aviation Administration (FAA) to hold their respective positions in the Boeing 757 (B-757) and each possessed a current first class medical certificate. FAA records showed that neither had been involved in an accident, incident, or enforcement action.

1.5.1. Cockpit Crew

	Pilot In Command	First Officer
Age	57	39
Date of Birth	11/17/38	6/24/56
Date of Hire with American Airlines	9/22/69	10/11/86
First Class Medical Certificate	Issued 12/7/95

Approximate Total Flying Time	13,000 hrs	5,800 hrs
Total on Type (B757/B767)	2,260 hrs	2,286 hrs
Total hrs last 90 Days	182: 13	163 :40
Total hrs last 60 Days	104: 14	101 :55
Total hrs last 30 Days	60:13	19:50
Total Last 7 Days	12:19	13:22
Accident Flight hrs (est.)	4:38	4:38
Hours On Duty Prior to Accident	5:58	5:58
Hours Off Duty Prior to Work Period	120+ (5 days)	120+(5 days)

1.5.2 Captain

The captain began flying as a civilian student pilot in September 1963. He then joined the U.S. Air Force, became an Air Force pilot and flew a variety of military airplanes including fighters and 4-engine transport airplanes in domestic and foreign operations through 1969. He became employed by AA on September 22, 1969. Employment records at AA indicated that he had acquired about 2,698 flight hours before being hired, and all except 36 hours were with the U.S. Air Force. His service at AA began as a B-727 flight engineer. As flew as captain on the B-727, -757 and -767 [12].

The captain underwent his last proficiency check in a flight simulator on April 28, 1995. AA referred to this check as the "R2" check or the "simulator check." The check ended a S-day training and checking sequence in which other annual requirements were also met, including training regarding security and hazardous materials, crew resource management (CRM), and international operations. The captain completed annual line checks, administered by an AA FAA-approved check airman on November 9, 1995 (domestic) and on December 9, 1995 (international). In the line check on December 9, 1995, he flew as captain on AA965 from MIA to SKCL. Including flights to SKCL on December 9, and December 14, 1995, the captain flew a total of 13 times into Cali before the accident flight.

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[12] The FAA awards common type ratings to pilots qualifying on the B-757 and -767 because of the similarities between the two airplanes. B-757/767 type rated pilots for AA and other airlines may serve on both airplane types equally, without need of additional certification.

The captain's last medical examination was on December 7, 1995, when his Class I medical certificate was renewed. His certificate bore the following limitation: "Holder shall wear lenses that correct for distant vision and possess glasses that correct for near vision while exercising the privileges of this airman certificate."

The captain was described by his colleagues as a non-smoker, avid tennis player, in exemplary health, and respected for his professional skills, including his skill in communicating with crewmembers and passengers. Company records contained numerous letters from passengers and company employees that reflected outstanding and courteous performance. The captain was married and had two adult children who lived outside of the home.

On the day of the accident, December 20, 1995, the captain arose around 0500. His wife began to prepare for a trip in her capacity as an AA flight attendant. She was later not sure whether the captain had returned to sleep after she departed their home at 0600. She estimated that he departed from home about 1200 for the drive to MIA.

The day prior to the accident, December 19, the captain awoke about 0700, and spent the day relaxing around the house and then playing tennis about l 1/2 hours with his wife. They returned home about 2130. From December 15 through 18, the captain and his wife visited his family in New Jersey, on what was described as an enjoyable Christmas visit that they took early because of the scheduled trips.

1.5.3 First Officer

The first officer began his flying eareer as a college undergraduate by enrolling in the U.S. Air Force Reserve Officer Training Corps. He began pilot training with the Air Force in 1979, flying a variety of aircraft, including trainers and F-4E fighters, through 1986. He served as an instructor in ground school, in flight simulators, and in airplanes, and in 1985 was awarded Air Force Instruetor of the Year.

The first officer beeame employed by AA on Oetober 11, 1986. Company reeords indicated that he had accumulated a total of 1,362 flight hours when hired. He began as a flight engineer on the B-727. Later duties included first

officer on the B-727, McDonnell Douglas (MD) 11, and B-757 and -767. He possessed type ratings in the MD 11 and B757/B767.

The first officer attended the AA 5-day qualification and recurrence course and satisfactorily completed the required annual simulator check on November 27, 1995. As part of that sequence, annual recurrent requirements also ineluded training regarding security, hazardous materials, CRM, and international operations. The first officer's annual line cheek was aeeomplished on August 31, 1995.

The first offieer's Class 1 medical certificate was renewed on June 21, 1995, with no limitations.

The first officer had never flown into Cali. However, he had flown to other destinations in South America as an internationally qualified B-757/767 first officer.

The first officer was described by his colleagues as professionally competent, and appropriately assertive as a flightcrew member. He was married and the father of three young children who lived at home.

On the day of the accident, the first officer arose about 0700, and had breakfast with his family. Around 0830, he worked with his wife to prepare for their children's home schooling aetivities. He later exercised. He visited with his father and family around midday and, around 1230, left for the airport at Orlando, Florida, for the flight to MIA.

On the day prior to the accident, December 19, the first officer arose about 0700, and had an 0830, appointment with an aviation medical examiner (AME) for a flight physical [13]. Afterwards, the first officer visited with his brother at his brother's place of business, and later the two had lunch. The first officer returned home at 1530, and played basketball with his children. The family had dinner about 1730, and at 1900, he, his wife, and children attended a basketball game where their son was playing. The family returned home about 2015, and at 2115 the first officer helped put the children to bed. He and his wife watched television briefly and retired about 2330.

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[13] The AME later stated that the first officer was found in excellent health.

On December 18, the first officer arose about 0715, and after breakfast exercised at the local YMCA. He assisted his wife in home schooling their children and then had lunch with his wife. After shopping for holiday gifts, they took the children to a restaurant for dinner and returned home about 2100.

1.6 Airplane Information

The airplane, a Boeing 757-223, serial no. 24609, was operated by AA since new on August 27, 1991. The airplane was owned by Meridian Trust Company of Reading, Pennsylvania, U.S.A., and leased to the airline.

Before the accident flight, the airplane accumulated 13,782 flight hours and 4,922 cycles. The airplane was equipped with two RB-211 535E 4B Rolls Royce turbofan engines. The left engine, serial no. 31146, accumulated 10,657 hours and 3,768 cycles. The right engine, serial no. 31042, had accumulated 13,274 total hours and 4,966 cycles.

There were no malfunctions or outstanding maintenance items on the airplane prior to its departure from MIA on December 20, 1995. The airplane received a B-level maintenance check (B-check) in November 1995, and all subsequent required maintenance checks were performed. In addition, there was no record of repetitive navigation or flight control system anomalies.

American Airlines Pax And Crew Lists

2011-09-07T07:23:00.000-07:00

The following is a list of passengers whose next-of-kin have been notified. American has honored the requests of those families who have asked that their loved ones’ names not be included.

American Airlines Flight 11Anna Allison David Angell Lynn Angell Seima Aoyama Myra Aronson Christine Barbuto Carol Bouchard Neilie Casey Jeffrey Coombs Tara CThe following is a list of passengers whose next-of-kin have been notified. American has honored the requests of those families who have asked that their loved ones’ names not be included.

American Airlines Flight 11

Anna Allison

David Angell

Lynn Angell

Seima Aoyama

Myra Aronson

Christine Barbuto

Carol Bouchard

Neilie Casey

Jeffrey Coombs

Tara Creamer

Thelma Cuccinello

Patrick Currivan

Andrew Currygreen

Brian Dale

David Dimeglio

Donald Ditullio

Albert Dominguez

Al Filipov

Carol Flyzik

Paul Friedman

Karleton Fyfe

Peter Gay

Linda George

Edmund Glazer

Page Hackel Farley

Peter Hashem

Robert Hayes

Edward Hennessy

John Hofer

Cora Holland

Nicholas Humber

John Jenkins

Charles Jones

Robin Kaplan

Barbara Keating

David Kovalcin

N. Janis Lasden

Danny Lee

Daniel Lewin

Jeff Mladenik

Antonio Montoya

Laura Morabito

Mildred Naiman

Laurie Neira

Renee Newell

Jacqueline Norton

Robert Norton

Jane Orth

Thomas Pecorelli

Bernthia Perkins

Sonia Puopolo

David Retik

Philip Rosenweig

Richard Ross

Heath Smith

Douglas Stone

Xavier Suarez reamer Thelma Cuccinello Patrick Currivan Andrew Currygreen Brian Dale David Dimeglio Donald Ditullio Albert Dominguez Al Filipov Carol Flyzik Paul Friedman Karleton Fyfe Peter Gay Linda George Edmund Glazer Page Hackel Farley Peter Hashem Robert Hayes Edward Hennessy John Hofer Cora Holland Nicholas Humber John Jenkins Charles Jones Robin Kaplan Barbara Keating David Kovalcin N. Janis Lasden Danny Lee Daniel Lewin Jeff Mladenik Antonio Montoya Laura Morabito Mildred Naiman Laurie Neira Renee Newell Jacqueline Norton Robert Norton Jane Orth Thomas Pecorelli Bernthia Perkins Sonia Puopolo David Retik Philip Rosenweig Richard Ross Heath Smith Douglas Stone Xavier Suarez James Trentini Mary Trentini Mary Wahlstrom Kenneth Waldie John Wenckus Candace Williams Christopher Zarba Additional names will be added as passengers’ relatives are notified. Flight Crew for Flight 11Captain John Ogonowski First Officer Thomas McGuinness Flight Attendants for Flight 11Barbara Arestegui Jeffrey Collman Sara Low Karen Martin Kathleen Nicosia Betty Ong Jean Roger Dianne Snyder Madeline Sweeney Flight 11 was en route to Los Angeles from Boston onboard a Boeing 767-200 aircraft.American Airlines Flight 77Paul Ambrose Yemen Betru MJ Booth Bernard Brown Suzanne Calley William Caswell Sarah Clark Asia Cottom James Debeuneure Rodney Dickens Eddie Dillard Charles Droz Barbara Edwards Charles Falkenberg Zoe Falkenberg Dana Falkenberg James Ferguson Budd Flagg Dee Flagg Richard Gabriel Ian Gray Stanley Hall Bryan Jack Steve Jacoby Ann Judge Chandler Keller Yvonne Kennedy Norma Khan Karen Kincaid Norma Langsteuerle Dong Lee Dora Menchaca Chris Newton Barbara Olson Ruben Ornedo Lisa Raines Todd Reuben John Sammartino Diane Simmons George Simmons Mari Rae Sopper Robert Speisman Leonard Taylor Sandra Teague Leslie Whittington John Yamnicky Vicki Yancey Shuyin Yang Yuguag Zheng Additional names will be added as passengers’ relatives are notified. Flight Crew for Flight 77Captain Charles Burlingame First Officer David Charlebois Flight Attendants for Flight 77Michele Heidenberger Jennifer Lewis Kenneth Lewis Renee May Flight 77 was en route to Los Angeles from Washington Dulles onboard a Boeing 757 aircraft.

American Air Plans Big Jet Purchase

2011-09-07T07:19:00.000-07:00

American Airlines is in active negotiations with Airbus and Boeing Co. to replace about 38% of its current fleet by purchasing at least 250 aircraft, said people familiar with the matter.

The roughly US$15 billion order, if completed, would be one of the largest by any airline and have major implications for the archrivals. A loss for Boeing would threaten the lock it has had on American's business for decades. Even a partial win for Europe's Airbus would provide a big psychological victory.Any purchase would be an important strategic move for AMR Corp.'s American, which has fallen to No. 3 world-wide from its perch as the world's largest carrier. It is trying to find a turnaround strategy that will deliver profits and restore its stature in the industry. According to two people familiar with the talks, American first hashed out a tentative deal with Airbus several weeks ago, without telling Boeing the two were in talks. American then went to Boeing with the Airbus offer and asked the Chicago aerospace giant to make a counter offer. The package Airbus offered included an outline of financing terms that were very appealing to American, one of these people said, putting additional pressure on Boeing to make an equally aggressive bid.American, now an all-Boeing operator, is interested in both Airbus's single-aisle family of A320 airplanes and a new-engine A320 variant that will start flying in 2015, those people said. Airbus is a unit of the European Aeronautics Defence & Space Co.American also is evaluating Boeing's 737 family of airplanes, which include the 737-700 and 737-900, types that aren't currently in American's vast fleet. American has 152 737-800s in its fleet and more on order.The Fort Worth, Texas, airline deliberations set up a showdown between the world's two largest aircraft makers at a time when China and Brazil are emerging as significant new rivals. A purchase would replace American's oldest single-aisle jets, some 220 MD-80s that have an average age of 20 years, and some of its Boeing 757s, with an average age of 16 years. Retiring those planes would save fuel, cut maintenance expenses and give passengers a quieter, more reliable new aircraft. The airline has trimmed its number of airplane types to five from 14 in the early 1990s to boost efficiency and cut training and spare-parts expenses. American hopes to resolve terms of the huge order this summer, these people said. The idea is not just to quickly replace American's MD-80s and older 757s, but to build in opportunities to grow should the airline industry's fortunes improve.Also, such orders would put the carrier in position to be able to source next-generation technology offered by Airbus and Boeing in the future.It is unclear whether either manufacturer alone would be able to satisfy the airline's goals, especially in a speedy five-year time frame, given the orders they already must fulfill for other customers.But American's size, as the third-largest U.S. airline, is enticing both to work hard to win the entire order or at least share it, these people said.The potential deal or deals would feature "heavy financing" assistance from the manufacturers or leasing companies, these people said, as AMR's balance sheet and credit rating are dented by massive losses over the past decade.Airbus is offering American significant discounts, creative financing terms and other incentives such as assistance with training pilots and mechanics, stocking spare parts and handling the fleet transition, according to the people familiar with the discussions. But even giving these major concessions, Airbus could benefit commercially.For Airbus, signing American Airlines as a customer would rank as a major victory. Airbus won some U.S. customers in the 1970s but the victories were short-lived as those early customers, including Pan American World Airways and Eastern Airlines, disappeared. American and Delta Air Lines Inc. flew early Airbus models, but retired them in favor of Boeing planes. US Airways Group Inc. currently is Airbus's biggest U.S. customer.Industry consolidation has given Airbus new opportunities at the two largest U.S. carriers. Delta, an all-Boeing customer, acquired Northwest Airlines, an Airbus operator. And United Airlines, a mixed operator, merged with Continental Airlines, another all-Boeing customer. American and Southwest Airlines Co. are the only remaining major U.S. carriers not to fly any Airbus planes.Winning over American would further endorse Airbus's A320neo [for New Engine Option], a variant that will enter service in 2015 and is designed to burn 15% less fuel than current A320 planes. The plane stole the spotlight at the recent Paris Air Show, landing 667 orders and commitments at the trade event.The A320neo's success is increasing pressure on Boeing to tell airlines and investors what it plans to do with the workhorse 737 model. Boeing already has updated 737 engines twice. Company executives have said they plan to decide by year's end whether to update its engines again or develop an entirely new model.Boeing and American have long, close ties. In the late 1990s, Boeing gave American and a few other key customers the equivalent of "most favored nation status" -- offering special financial and delivery terms -- to preserve their loyalty after Airbus began making inroads with the A320. The carrier's 620-plane fleet is entirely Boeing models, from the international twin-engine 777 to the oldest MD-80s used on domestic routes. American still has 54 737-800s slated to enter its fleet by 2013, has more 777s on order and is a customer for Boeing's much-delayed 787 Dreamliner aircraft

Americano aereo civile

BIMAN Bangalesh Airlines NEW 777-300ER Service From Nov 2011 with Manchester / Milan Launch

[Il mio primo TR] Lo avreste mai immaginato un TR così? NAP-FCO-BRI-FCO-NAP

[Il mio primo TR] Lo avreste mai immaginato un TR così? NAP-FCO-BRI-FCO-NAP

al mattino ...[ 6 foto]

al mattino ...[ 6 foto]

American Airlines chiude Bruxelles-Chicago

American Airlines chiude Bruxelles-Chicago

Royal Jordanian eyes Africa expansion with new routes

Quale futuro per il Terminal 2 di Milano Malpensa?

Quale futuro per il Terminal 2 di Milano Malpensa?

TLV-FCO 18-09-11 Sesso orale ad alta quota

TLV-FCO 18-09-11 Sesso orale ad alta quota

Qatar Airways incrementa Roma e Milano

Qatar Airways incrementa Roma e Milano

News flotta Alitalia-CAI - Parte 3

Alenia Aeronautica

Aeroplano

AIRCRAFT ACCIDENT REPORT

AIRCRAFT ACCIDENT REPORT

AERONAUTICA CIVIL OF THE REPUBLIC OF COLOMBIA SANTAFE DE BOGOTA, D.C. - COLOMBIA

CONTROLLED FLIGHT INTO TERRAIN AMERICAN AIRLINES FLIGHT 965, BOEING 757-223, N651AA NEAR CALI, COLOMBIA, DECEMBER 20, 1995

1. FACTUAL INFORMATION

1.1 History of Flight

1.2 Injuries to Persons

1.3 Damage to Airplane

1.4 Other Damage

1.5 Personnel Information

1.5.1. Cockpit Crew

1.5.2 Captain

1.5.3 First Officer

1.6 Airplane Information

American Airlines Pax And Crew Lists

American Air Plans Big Jet Purchase

AERONAUTICA CIVIL OF THE REPUBLIC OF COLOMBIA
SANTAFE DE BOGOTA, D.C. - COLOMBIA

CONTROLLED FLIGHT INTO TERRAIN
AMERICAN AIRLINES FLIGHT 965, BOEING 757-223, N651AA
NEAR CALI, COLOMBIA, DECEMBER 20, 1995