sexta-feira, 29 de fevereiro de 2008

Recomendações

Recomendações

O Centro de Investigação e Prevenção de Acidentes Aeronáuticos (Cenipa) emitiu ontem 49 recomendações aos órgãos e empresas ligados à aviação civil no país. A mais importante delas é a que pede que a Anac estude a viabilidade de equipar todas as aeronaves com TCAS, um sistema que alerta as aeronaves da aproximação de outras em um raio de 10km. O objetivo é aumentar a segurança, principalmente em São Paulo, que terá este ano um aumento no fluxo de helicópteros e de pequenas aeronaves.

A expectativa do centro é de que 500 novos aviões executivos e 80 helicópteros cheguem ao Brasil até 2010, representando um aumento de 17% na frota. “Temos uma frase que é: não deixe o avião chegar onde sua mente não chegou cinco minutos antes. É o que estamos fazendo”, disse o chefe do Cenipa, brigadeiro Jorge Kersul Filho. Apenas 20 das recomendações foram anunciadas. Nove são relativas à fiscalização e às melhorias no tráfego de helicópteros. Umas delas é a mudança das rotas para áreas onde haja menos edificações e o ruído tenha menor impacto. Hoje, a capital paulista tem 470 helicópteros em circulação, mais do que o dobro da frota em Nova York, onde há 200. E a previsão de crescimento não preocupa só pela segurança de vôo, mas pelo barulho. (LR)

Diagnostico internacional

Diagnóstico internacional

A Agência Nacional de Aviação Civil (Anac) vai contratar, ainda este semestre, uma companhia internacional para fazer um diagnóstico sobre a aviação comercial brasileira e apresentar uma proposta de restruturação do setor. A decisão foi revelada ontem aos parlamentares que participaram do encontro entre os parentes das vítimas do acidente com o avião da TAM e o ministro da Defesa, Nelson Jobim. “Precisamos rever todo o sistema da aviação comercial brasileira, do sistema de fiscalização ao controle aéreo”, comentou o deputado Miguel Martini (PHS-MG).

A contratação da companhia internacional ainda não foi definida pela agência. Segundo Martini, esta restruturação deverá reformular o atual sistema de controle de vôos, dividido entre funcionários civis contratados pela Aeronáutica para a defesa e controle do tráfego aéreo, o chamado sistema Dacta, civis da Infraero, a estatal responsável pelos aeroportos, e sargentos da Aeronáutica, que são a grande maioria e obedecem à hierarquia salarial da Força. Apesar de regimes diferentes, os controladores exercem as mesmas funções — recebendo salários desiguais.

A desmilitarização do setor ainda não foi definida pelo governo, mas deverá fazer parte do estudo da companhia a ser contratada pela Anac. O comandante da Aeronáutica, Juniti Saito, é contra, os diretores da agência estão divididos e a grande maioria dos sargentos controladores é a favor. “Nós temos hoje uma balbúrdia no sistema de controle de vôos que compromete a segurança da aviação comercial”, ponderou Martini. O líder do PSDB no Senado, Arthur Virgílio (AM), defendeu ontem uma reforma profunda na legislação que regula a aviação civil. O parlamentar esteve no encontro entre as vítimas do avião da TAM e o ministro Jobim. “Precisamos fazer uma reforma também do código aéreo nacional para enfrentar crises futuras”, ponderou

Processos duplicados

Processos duplicados

Os ministros do Superior Tribunal de Justiça (STJ) decidiram, na noite de quarta-feira, que os controladores de tráfego aéreo envolvidos no acidente com o Boeing da Gol, que caiu depois de se chocar com um jato executivo Legacy, em setembro de 2006, podem responder a dois processos distintos, um na Justiça Militar, pelos crimes militares, e outro na Justiça Federal, por crime comum. A decisão foi em tese, já que a primeira denúncia por crime de atentado à segurança de transporte aéreo apresentada pela procuradora militar contra os controladores Felipe Santos dos Reis, Jomarcelo Fernandes dos Santos, Lucivando Tibúrcio de Alencar e Leandro José dos Santos de Barros não foi aceita pela juíza Zila Fadul.

Para o relator, ministro Paulo Gallotti, não existe conflito de competência entre os dois julgamentos, já que os quatro controladores de vôo envolvidos no episódio estão respondendo a processos na Justiça Federal do Mato Grosso e na Justiça Federal Militar da Circunscrição Judiciária do Distrito Federal, mas com atribuições diferentes. O acidente com o vôo 1907 ocorreu no dia 29 de setembro de 2006 e deixou 154 mortos. Um Legacy da empresa de táxi aéreo dos Estados Unidos Excel Aire bateu no avião da Gol, que seguia de Manaus (AM) para o Rio. O Legacy conseguiu pousar em segurança em uma base na serra do Cachimbo, no Pará (LR).

segunda-feira, 18 de fevereiro de 2008

Airbus makes maneuver to avoid collision

Estado de Minas
Airbus makes maneuver to avoid collision

The pilot of a TAM airplane has to make an abrupt maneuver yesterday after the Airbus A-320's navigation system indicated that the aircraft would collide with another plane. Flight JJ 3453 left Confins International Airport, in the metropolitan region of Belo Horizonte, in direction of Viracopos, in Campinas, 93 kilometers from São Paulo.

"There was an indication of aerial traffic on the route and the commandant performed a maneuver in accordance with the aircraft's instruments. The procedure was performed within safely standards", emphasized the airline's note.

Engineer Cássio Omura, who was aboard the flight, said that the plane fell for one or two seconds and frightened everyone. "After a bit, the pilot begged pardon, and said that he had to make the maneuver, because a piece of equipment had detected that the plane was on a collision course with another aircraft", he emphasized.

The Brazilian Air Force (FAB) informed, by means of its press office, that the Airbus's entire trajectory was reviewed on air traffic control instruments, but no abnormality was detected.

Flight 3054: Investigation nearing the finish line

Investigation nearing the finish line

Prosecutor is certain that there was criminal responsibility in the accident with the TAM plane that provoked the deaths of 199 people.

Mário Sarrubbo intends to hear Anac ex-director Denise Abreu

The inquiry that looks into the circumstances of the accident with the TAM Airbus A-320, which occurred in July of last year in São Paulo and which caused the death of 199 people, point to criminal responsibility and should result in a trial, according to São Paulo state criminal prosecutor Mário Luiz Sarrubbo. According to him, the work is advancing and the conclusions depend only on some final information from investigating experts. Sarrubbo said that he intends to hear soon, in Brasilia, Denise Abreu, ex-director of the National Civil Aviation Agency (Anac).

Yesterday, relatives of the victims of the TAM flight complained of the federal government's backing off from safety measures adopted for Congonhas International Airport, in the state capital, where the accident occurred. Meeting at a hotel in São Paulo, the group announced that it expects to meet with the minister on the 28th of this month. The representatives of the victims' families want to question Jobim, for example, on permission to land on rainy days and the return of stops and connections to Congonhas. This is one of the procedures that had been prohibited since the accident and which were (sic) newly authorized by the government.

"We want to know why there was this retreat. What improved in terms of safety at Congonhas Airport for him (Jobim) to want to reverse a decision that was really on the level of safety?", asked Dario Scott, father of one of the victims and president of the Association of Families and Friends of Victims of TAM Flight JJ-3054 (Afavitam).

For the president of TAM, David Barioni Neto, there was no retreat by the minister in relation to safety nor was there pressure by the airlines in the case. "Everything that was done remains. The runway is operating under the minimum restrictions that were established by the minister. All of us are honoring what the minister determined", he affirmed. Barioni Neto sustained that Congonhas is a safe airport and that there is no problem to consider it unsafe. According to him, one speaks of an airport that operates withing international safety standards.

The meeting of victims' relatives with the president of TAM and representatives of Procon [a state government consumer defense body] of the Public Defender' Office and the Prosecutors' Office has as its objective the creation of an indemnity arbitration chamber. The intention is to put the public bodies acting as intermediaries in the indemnification proposals proposed between the company and relatives. According to the Afavitam communique, the chamber would be an option outside the court system, with a standard procedure from the delivery of documents until the payment of values. Each relative will decide whether or not to participate.

Relatives of TAM victims discuss indemnities
Agencia Estado

Relatives of the victims of TAM flight JJ3054, who are meeting this weekend in São Paulo, for the sixth time, should decide still today if they will or will not accept the creation of a Arbitration Chamber to negotiate, outside the court system, indemnities for the accident. The tragedy, which killed 199 people, occurred on July 17, 2007, at Congonhas Airport in the state capital city. During the morning, they heard representatives of public bodies, such as the Public Defenders' Office, the Procon consumer defense bureau, and the Prosecutors' Office, which presented parameters to be used in the agreements. One of them is a ceiling of 1,500 minimum monthly salaries (R$ 570,000) per family, in reference to moral damages. As to material damages, there was proposed the inclusion of children from zero to 14 years of age, among other alterations in relation to references which are habitually used by the Courts.

According to the coordinator of the Procurators of Justice, Déborah Pierre, the new criteria will benefit the victims' relatives. The detail, which have already been accepted by TAM and by the insurance company that is taking care of the case, represent an evolution, according to the president of the Association of Families and Friends of Victims of TAM Flight JJ-3054 (Afavitam), Dário Scott. "We will study the proposal, but there were advances today and the (Arbitration) Chamber should be set up. It is an option for quicker agreements", he said.

He emphasized, however, that the indemnification question is secondary for the families. Scott affirmed that a just and rapid agreement would serve as an example of "punishment", for the airlines to not operate running unnecessary risks. In the evaluation of the representative of the São Paulo Public Defenders' Office, Renato de Vitto, the Arbitration Chamber is another alternative for the victims' relatives to accelerate the payment of indemnities which, if they were conducted through the courts, would take from 10 to 15 years. He understands that the proposal presented today should contemplate from 80% to 90% of the families who still have not made other choices. According to the president of TAM, David Barioni, who participated in the meeting, 50 indemnities have already been paid, and 46 families have turned to the North American courts.
http://www.agenciabrasil.gov.br/noticias/2008/02/16/materia.2008-02-16.4333476480/view

February 16, 2008 - 20:54 -Last modification February 16, 2008 - 21:03

Part of transcription of TAM flight's black box has still not been delivered

Elaine Patricia Cruz
Agência Brasil Reporter

São Paulo - At the meeting that took place this Saturday, the 16th, in São Paulo, the relatives of victims of the aviation accident that killed 199 people, in July of last year, complained of the absence of 23 minutes of transcription of conversation between the member of the crew of the TAM plane which were registered on one of the two black-boxes sent to the United States for analysis.

"The junk that was sent to the United States is a farce, now proved by two investigative organs in Europe, in France and in Germany who were even in Brazil and set foot on the scene of the crime", affirmed Christophe Haddad, father of Rebeca, one of the victims of the accident and the first secretary of the Association of Families and Friends of Victims of TAM Flight JJ-3054 (Afavitam).

In a press interview, Haddad questioned the seriousness of the Center for the Investigation and Prevention of Aeronautic Accidents (Cenipa), a Brazilian body responsible for the investigation of the accident. "Cenipa had already told the police that there is nothing relevant. If the pilot and co-pilot were arranging going out to a pizzeria, let us hear. Who will say whether or not it's relevant is the police", he complained. "What do they want to hide from the families?".

According to the director of the judicial police of the Department of Judicial Police of the capital (Decap) Aldo Galeano Júnior, the principal problem with the investigation, today, is the disappearance of these 23 minutes of recording. "They say that they are irrelevant. The position of the police and the Prosecutors' Office is that, if they are irrelevant, why don't they show them?"

Galeano preferred to not affirm if there may have been fraud in Cenipa's posture in not presenting the 23 minutes of recording that supposedly disappeared from the transcription of the recording. "It is frivolous for us to conclude that there could have been fraud. But from the moment that these 23 minutes did not appear, a suspicion is created."

Galeano's expectation is that this part of the investigation, conducted by the police, will be concluded between May and June of this year. "We are within the timetable, but we had to file a restraining order to obtain this at the Supreme Court, which slowed the investigations". According to him, the result of the investigations, up to the present, points to there not being a sole cause of the accident. "We have indications of various causes", he affirms.

According to Galeano, the investigations into the accident are currently concentrated on the question of grooving (cuts in the runway) and the resistance of the asphalt of the main runway, where the accident occurred.

For prosecutor Mario Luiz Sarrubo, the investigations are advancing and there are several conclusions on the causes of the accident. "We already know some of the situations that contributed to the accident and which could, occasionally, yield criminal responsibility".

Sarrubo further affirmed that Denise Abreu, ex-director of the National Civil Aviation Agency (Anac) should testify in Brasilia, where she alleges she is resident.

Abreu has already been subpoenaed to testify on three occasions by the São Paulo civil police, but did not appear for any of them. According to the prosecutor, Abreu may continue to put off the testimony "as many times as she manages to justify" but believes that this time, the ex-director will appear for the convocation.

Part of transcription of TAM flight's black box has still not been delivered

Part of transcription of TAM flight's black box has still not been delivered

Elaine Patricia Cruz
Agência Brasil Reporter

São Paulo - At the meeting that took place this Saturday, the 16th, in São Paulo, the relatives of victims of the aviation accident that killed 199 people, in July of last year, complained of the absence of 23 minutes of transcription of conversation between the member of the crew of the TAM plane which were registered on one of the two black-boxes sent to the United States for analysis.

"The junk that was sent to the United States is a farce, now proved by two investigative organs in Europe, in France and in Germany who were even in Brazil and set foot on the scene of the crime", affirmed Christophe Haddad, father of Rebeca, one of the victims of the accident and the first secretary of the Association of Families and Friends of Victims of TAM Flight JJ-3054 (Afavitam).

In a press interview, Haddad questioned the seriousness of the Center for the Investigation and Prevention of Aeronautic Accidents (Cenipa), a Brazilian body responsible for the investigation of the accident. "Cenipa had already told the police that there is nothing relevant. If the pilot and co-pilot were arranging going out to a pizzeria, let us hear. Who will say whether or not it's relevant is the police", he complained. "What do they want to hide from the families?".

According to the director of the judicial police of the Department of Judicial Police of the capital (Decap) Aldo Galeano Júnior, the principal problem with the investigation, today, is the disappearance of these 23 minutes of recording. "They say that they are irrelevant. The position of the police and the Prosecutors' Office is that, if they are irrelevant, why don't they show them?"

Galeano preferred to not affirm if there may have been fraud in Cenipa's posture in not presenting the 23 minutes of recording that supposedly disappeared from the transcription of the recording. "It is frivolous for us to conclude that there could have been fraud. But from the moment that these 23 minutes did not appear, a suspicion is created."

Galeano's expectation is that this part of the investigation, conducted by the police, will be concluded between May and June of this year. "We are within the timetable, but we had to file a restraining order to obtain this at the Supreme Court, which slowed the investigations". According to him, the result of the investigations, up to the present, points to there not being a sole cause of the accident. "We have indications of various causes", he affirms.

According to Galeano, the investigations into the accident are currently concentrated on the question of grooving (cuts in the runway) and the resistance of the asphalt of the main runway, where the accident occurred.

For prosecutor Mario Luiz Sarrubo, the investigations are advancing and there are several conclusions on the causes of the accident. "We already know some of the situations that contributed to the accident and which could, occasionally, yield criminal responsibility".

Sarrubo further affirmed that Denise Abreu, ex-director of the National Civil Aviation Agency (Anac) should testify in Brasilia, where she alleges she is resident.

Abreu has already been subpoenaed to testify on three occasions by the São Paulo civil police, but did not appear for any of them. According to the prosecutor, Abreu may continue to put off the testimony "as many times as she manages to justify" but believes that this time, the ex-director will appear for the convocation.

sábado, 16 de fevereiro de 2008

Folha Online: Incidente assusta passageiros de vôo da TAM

Incidente assusta passageiros de vôo da TAM
da Folha Online

O piloto de um vôo da TAM teve que realizar uma manobra brusca depois que o sistema de navegação da aeronave (um Airbus-A320) indicar que a aeronave iria colidir com outro avião. O vôo JJ 3453, que ia de Confins (na região de Belo Horizonte, MG) para Viracopos, em Campinas (93 km a noroeste de São Paulo).

"Houve uma indicação de tráfego aéreo no percurso, e o comandante realizou manobra de acordo com as orientações fornecidas por instrumentos da aeronave. O procedimento foi feito dentro dos padrões de segurança", disse a TAM em nota.

O engenheiro Cássio Omura, que estava no vôo, relatou ao "Jornal Nacional", da TV Globo, o que ocorreu. "O avião caiu por um, dois segundos e deu um susto em todo mundo. Após um tempo o piloto pediu desculpas e disse que teve de fazer a manobra porque um equipamento tinha detectado que o avião estava em rota de colisão com outra aeronave", afirmou.

A FAB (Força Aérea Brasileira) afirmou por meio de sua assessoria de comunicação que todo o trajeto da aeronave foi revisto nos instrumentos de controle do tráfego aéreo, mas que nenhuma anormalidade foi detectada.

Portal Terra: Manobra assusta passageiros de vôo da TAM

Manobra assusta passageiros de vôo da TAM

O vôo 3453 da TAM que saiu na quinta-feira de Salvador, por volta das 15h, fez uma escala em Belo Horizonte e seguiu para Campinas (SP) teve um incidente que assustou os passageiros. Neste último trecho, teria sido sentida uma queda brusca da aeronave, um airbus A-320, durante o vôo. As informações são do Jornal Nacional.

A TAM informou em nota que houve uma indicação de tráfego aéreo no percurso Confins-Viracopos e que o comandante realizou a manobra de acordo com as orientações fornecidas pelos instrumentos, dentro dos padrões de segurança. A Aeronáutica revisou tudo o que houve naquela uma hora de vôo e não encontrou nada de anormal.

O passageiro Cássio Omura informou que achou que a aeronave estava caindo. Após o susto, o piloto teria se desculpado dizendo que a manobra foi feita porque o avião estava em rota de colisão.

Redação Terra

G1: TAM confirma incidente com aeronave durante vôo

TAM confirma incidente com aeronave durante vôo

Aparelho do vôo 3453 sofreu queda brusca no trajeto entre Confins (MG) e Viracopos (SP).

“Achamos que o avião estava caindo”, relatou passageiro.
Do G1, com informações do Jornal Nacional

A TAM confirmou uma ocorrência no vôo 3453, que saiu nesta quinta-feira (14) de Salvador por volta das 15h, fez uma escala em Belo Horizonte e seguiu para Campinas, a 95 km da Capital. Neste último trecho, os passageiros sentiram uma queda brusca da aeronave, um airbus A-320, durante o vôo.

“De repente, achamos que o avião estava caindo. Todo mundo ficou em pânico. Depois que todo mundo se acalmou, o piloto pediu desculpas e disse que fez a manobra porque o avião estava em rota de colisão”, relatou Cássio Omura, um dos 87 passageiros do vôo.

Na nota, a TAM alega que houve uma indicação de tráfego aéreo no percurso Confins-Viracopos e que o comandante realizou a manobra de acordo com as orientações fornecidas pelos instrumentos, dentro dos padrões de segurança.

Já Aeronáutica revisou tudo o que houve naquela uma hora de vôo e não encontrou nada de anormal. Para o especialista em aviação Jorge Barros, é preciso analisar com atenção o motivo do desvio, para detectar se houve pane no equipamento da aeronave ou uma desatenção da tripulação ou se o plano de vôo foi de fato seguido.

Flightglobal.com: Amazon collision pilots questioned over deactivated transponder

Amazon collision pilots questioned over deactivated transponder

Brazilian investigators of the Amazon mid-air collision between a Gol Boeing 737 and an Embraer Legacy business jet have directly interviewed the Legacy’s pilots for the first time, but have still to determine why the jet’s transponder deactivated with the loss of the collision-warning system.

Both Legacy pilots have denied deliberately carrying out any action which would have switched off the transponder and do not recall doing anything which might have accidentally caused it to stop operating.

Last year the US FAA warned that Legacy pilots could accidentally nudge the radio management unit – which also controls the transponder – while using the cockpit footrest.

But Brazilian accident investigation agency CENIPA has not publicly linked this possible mechanism to the collision, and has even appeared to detract from the possibility by highlighting contrary evidence.

All 154 occupants of the Gol 737-800 were killed in the 29 September 2006 collision; the Legacy escaped with less damage and all those on board survived.

Both Legacy pilots involved in the accident listened to the jet’s cockpit-voice recording and were interviewed separately over 29-31 January this year, in the presence of lawyers, at the headquarters of the US National Transportation Safety Board. Until then, says CENIPA, the two pilots had responded to questionnaires via the NTSB.

“The pilots affirmed that they did not conduct any intentional action to interrupt the functioning of the transponder, and consequently the aircraft’s anti-collision system, and do not perceive or remember having done anything that could have caused the accidental interruption of this equipment,” says CENIPA, adding that the pilots were interviewed voluntarily and that three NTSB members participated.

Cockpit-voice recorder data shows the transponder deactivation occurred during a period of silence in the cockpit lasting 1min 43s. During this period the pilots were performing planning calculations for the next stage of the flight.

The pilot in the right-hand seat was using a laptop computer. But CENIPA says that studies to re-enact the flight show there is “no way” that the laptop could have struck the radio management unit’s control button in such a way as to put the transponder into ‘standby’ mode. It says the button would need to have been touched twice in 20s.

Last year the FAA distributed an advisory to Embraer Legacy operators warning that pilots could accidentally deactivate the transponder by placing their feet on the footrests below the instrument panel, and inadvertently nudging the radio management unit tuning control.

CENIPA, citing ergonomic considerations, subsequently stated that the footrest could not be used during flight if the pilot’s seat was in its normal position, and that the CVR would have picked up the movement of the seat. It said there was “no record of [seat] movement” on the CVR during the period in which the transponder stopped operating.

But it added that the CVR record did contain a comment from the left-hand pilot recommending that feet should not be put up in the cockpit during flight.

CENIPA said the Legacy footrest has a protective shield which prevents the pilots’ shoes from encroaching directly on the instrument panel. Even if the pilot on the left side flexed his right foot, it said, he could only reach the buttons that change radio frequencies, and not the button to change the transponder mode. But CENIPA did not, however, discuss the potential for interference from the pilot in the right-hand seat.

The investigators state that the information supplied by the pilots will be cross-referenced with other information to construct possible scenarios which could have led the transponder to stop functioning.

CENIPA says the investigation is in its final phase. But it adds that the air traffic controllers involved at the time of the accident, on the advice of defence lawyers, are “persisting in the position of not participating in any interview”, because of concerns that the information will be used in a criminal trial.

http://www.flightglobal.com/articles/2008/02/12/221474/amazon-collision-pilots-questioned-over-deactivated-transponder.html

sexta-feira, 15 de fevereiro de 2008

STJ to decide Legacy pilots' habeas corpus

Thursday, February 14, 2008, 19:16
STJ to decide Legacy pilots' habeas corpus

The pilots want to be heard in the USA. Accident victims' relatives hope that the STJ will deny the pretention.

Anne Warth, of Agência Estado

SÃO PAULO - Minister Paulo Gallotti, of the 6th Chamber of the Superior Tribunal of Justice (STJ), should judge this Friday, the 15th, the request for a habeas corpus filed on February 1 by Americans Joseph Lepore and Jean Paul Paladino, pilots of the Legacy jet which collided with the Gol Boeing on September 29, 2006. The accident resulted in the deaths of the 154 people who were on Flight 1907.

Lepore and Paladino asked to be interrogated by the Brazilian courts in the United States, under the allegation that they "could not afford the cost" of coming to Brazil to answer legally., In the same petition, the pilots said that they did not refuse to answer in the trial, but that "they did not want to leave their families".
"Their allegation that they could not afford the costs of coming to Brazil, in this habeas corpus, is an attack on our sovereignty. They want a Brazilian judge to come to the USA and interrogate them. It is making fun of the courts and of the victims' families", affirmed Rosane Guhtjar, widow of one of the victims.

At the first hearing in the case, undertaken on August 27, 2007 in the Court of Sinop (MT), the pilots did not appear, under the same allegation. However, a document sent by judge Murilo Mendes to the defendants, on July 10, before the hearing, clarified that the costs of the trial would be borne by the Brazilian courts.

The U.S. Department of Justice responded, on August 10, that it had received and translated the demand to the Americans. Even so, they did not come to the country to testify, and judge Murillo Mendes decided that the pilots would be judged in their absence. The American are appealing this decision and solicit, once more, to be heard in their own country.

The accident victims' relatives hope that the STJ will reject the habeas corpus petition. Federal appeals judge Cândido Ribeiro, of the Third Chamber of the Regional Federal Tribunal of the First Region, had already denied the first petition in this sense, on November 27.

The Third Chamber had already conceded the devolution of Lepore and Paladino's passports on December 2, 2006. On December 5, besides the passports, the pilots received a document in which they assured that they would return to Brazil for the judgment.They signed the document in the presence of the American consul and a certified translator. Now, they allege that they did not know what they were signing, because the text was in Portuguese.

On February 27, minister Paulo Galotti should judge the Positive Conflict of Jurisdiction, raised by judge Murilo Mendes in October, 2007, and decide if flight controllers Jomarcelo Fernandes dos Santos, Lucivaldo Tibúrcio de Alencar, Leandro José Santos de Barros and Felipe Santos dos Reis should be judged by the Federal Courts or by the Military Courts, since there are already cases against them in the two bodies.

While the habeas corpus and the conflict of jurisdiction are not judged, both the suits involving victims' relatives remain stopped in the courts. [NT: this makes no sense in Portuguese, either.]

Estadão: STJ decide sobre habeas-corpus de pilotos do Legacy

STJ decide sobre habeas-corpus de pilotos do Legacy

Os pilotos querem ser ouvidos nos EUA. Familiares das vítimas do acidente esperam que o STJ negue a pretensão

Anne Warth, da Agência Estado

SÃO PAULO - O ministro Paulo Gallotti, da 6.ª Turma do Superior Tribunal de Justiça (STJ), deve julgar nesta sexta-feira, 15, o pedido de habeas-corpus impetrado em 1º de fevereiro pelos americanos Joseph Lepore e Jean Paul Paladino, pilotos do jato Legacy que se chocou com o Boeing da Gol no dia 29 de setembro de 2006. O acidente resultou na morte das 154 pessoas que estavam no vôo 1907.

Lepore e Paladino pedem que sejam interrogados pela Justiça brasileira nos Estados Unidos, sob a alegação de que "não podem suportar o ônus" de vir ao Brasil responder judicialmente. No mesmo pedido, os pilotos dizem que não se recusam a responder ao processo, mas que "não querem deixar o seio da família".

"A alegação deles, de que não podem arcar com os custos da vinda ao Brasil, nesse habeas-corpus, é um atentado à nossa soberania. Querem que um juiz brasileiro vá aos EUA e os interrogue. É um escárnio com a Justiça e com as famílias das vítimas", afirma Rosane Guhtjar, viúva de uma das vítimas.

Na primeira audiência sobre o caso, realizada em 27 de agosto de 2007 na Vara de Sinop (MT), os pilotos não compareceram, sob a mesma alegação. Porém, um documento enviado pelo juiz Murilo Mendes aos réus, no dia 10 de julho, antes da audiência, esclarecia que o custo do processo seria assumido pela Justiça brasileira.

O Departamento de Justiça dos EUA respondeu, em 10 de agosto, que havia recebido e traduzido o requerimento para os americanos. Mesmo assim, eles não vieram ao País para depor, e o juiz Murilo Mendes decidiu que os pilotos seriam julgados à revelia. Os americanos estão recorrendo contra essa decisão e solicitam, mais uma vez, ser ouvidos em seu país.

Os familiares das vítimas do acidente esperam que o STJ rejeite o pedido de habeas-corpus. O desembargador federal Cândido Ribeiro, da Terceira Turma do Tribunal Regional Federal da 1ª Região, já havia negado o primeiro pedido nesse sentido, em 27 de novembro.

A Terceira Turma havia concedido a devolução dos passaportes de Lepore e Paladino em 2 de dezembro de 2006. Em 5 de dezembro, além dos passaportes, os pilotos receberam um documento no qual asseguravam que voltariam ao Brasil para o julgamento. Eles assinaram o documento na presença do cônsul americano e de um tradutor juramentado. Agora, alegam que não sabiam o que estavam assinando, pois o texto estava em português.

Em 27 de fevereiro, o ministro Paulo Galotti deve julgar o Conflito Positivo de Competência, levantado pelo juiz Murilo Mendes em outubro de 2007, e decidir se os controladores de vôo Jomarcelo Fernandes dos Santos, Lucivaldo Tibúrcio de Alencar, Leandro José Santos de Barros e Felipe Santos dos Reis serão julgados pela Justiça Federal ou pela Justiça Militar, já que há processos contra eles nos dois órgãos.

Enquanto o habeas-corpus e o conflito de competência não são julgados, ambos os processos envolvendo os familiares das vítimas continuam parados na Justiça.

Legacy pilots want to be interrogated in the United States

14/02/2008 - 18h46
Legacy pilots want to be interrogated in the United States

Joe Lepore and Jan Paladino filed a habeas corpus petition at the STJ.
The defense alleges that treaty permits interrogation outside Brazil.
MIRELLA D'ELIA of G1, in Brasilia

The pilots of the Legacy jet, which collided with the Gol Boeing that was making flight 1907, on September 29, 2006, causing the deaths of 154 people, filed a habeas corpus petition with the Superior Tribunal of Justice (STJ) to be interrogated in the United States. According to the pilots' defense, the petition was protocoled on February 1.

In the accident, Joe Lepore and Jan Paladino managed to land the jet at Cachimbo Air Base, in the south of Pará, after the collision with the Gol plane. All of the occupants of the Boeing died. In June of last year, the Brazilian courts accepted the indictment by the Prosecutors' Office against the two pilots for manslaughter. [NT: Not true, placing an aircraft in danger. Have sent a correction].

According to lawyer Theo Dias, who defends Lepore and Paladino, the treaty of mutual legal assistance between Brazil and the United States allows them to be interrogated outside the country. And it also foresees the possibility of the judge himself going to the United States to hear the testimony or sending the questions by rogatory letter.

"The request is for their right to be heard in the United States to be recognized. The form in which they are to be heard is the judge's decision", affirmed the lawyer, by phone, to G1.

The STJ did not inform when the habeas corpus petition would be judged.

Testimony to the Air Force

The North American pilots of the Legacy business jet have already been heard in the United States at the beginning of the month by officials of the Center for the Investigation and Prevention of Aeronautic Accidents (Cenipa), of the Air Force, linked to the Ministry of Defense.

The depositions lasted three days and were given in Washington. Pilots Joe Lepore and Jan Paladino heard the transcription of the Legacy business jet's black box. They affirmed that they did not turn off the transponder, anti-collision equipment that did not function at the time of the accident.

"The pilots could clarify once more that there was not, on their part, any blameworthy negligent conduct, and, on the contrary, they acted with professionalism", the pilots' lawyer, Theo Dias, said at the time.

G1: Pilotos do Legacy querem ser interrogados nos Estados Unidos

Pilotos do Legacy querem ser interrogados nos Estados Unidos
Joe Lepore e Jan Paladino entraram com pedido de habeas corpus no STJ.
Defesa alega que acordo permite interrogatório fora do Brasil.

MIRELLA D'ELIA
Do G1, em Brasília

Os pilotos do jato Legacy, que colidiu com o Boeing da Gol que fazia o vôo 1907, em 29 de setembro de 2006, causando a morte de 154 pessoas, entraram com um pedido de habeas corpus no Superior Tribunal de Justiça (STJ) para que sejam interrogados nos Estados Unidos. Segundo a defesa dos pilotos, o pedido foi protocolado no dia 1º de fevereiro.

No acidente, Joe Lepore e Jan Paladino conseguiram pousar o jato na Base Aérea de Cachimbo, no Sul do Pará, após o choque com o avião da Gol. Todos os ocupantes do Boeing morreram. Em junho do ano passado, a Justiça brasileira aceitou denúncia do Ministério Público contra os dois pilotos por homicídio culposo.

Segundo o advogado Theo Dias, que defende Lepore e Paladino, acordo de assistência judiciária entre Brasil e Estados Unidos permite o interrogatório fora do país. E também prevê a possibilidade de o próprio juiz ir aos Estados Unidos para ouvir o depoimento ou enviar as perguntas por carta rogatória.

“O pedido é para que seja reconhecido o direito de eles serem ouvidos nos Estados Unidos. A forma como eles serão ouvidos é uma decisão do juiz”, afirmou o advogado, por telefone, ao G1.

O STJ não informou quando o pedido de habeas corpus será julgado.

Depoimento à Aeronáutica
Os pilotos norte-americanos do jato executivo Legacy já foram ouvidos nos Estados Unidos no começo do mês por oficiais do Centro de Investigação e Prevenção de Acidentes Aeronáuticos (Cenipa), da Aeronáutica, ligado ao Ministério da Defesa.

Os depoimentos duraram três dias e foram prestados em Washington. Os pilotos Joe Lepore e Jan Paladino ouviram a transcrição da caixa preta do jato executivo Legacy. Eles afirmaram que não desligaram o transponder, equipamento anticolisão que na hora do acidente não funcionou.

“Os pilotos puderam esclarecer uma vez mais que não houve, por parte deles, nenhuma conduta culposa negligente, e que, pelo contrário, eles agiram com profissionalismo”, disse, à época, o advogado dos pilotos, Theo Dias.

quinta-feira, 14 de fevereiro de 2008

US pilots charged in Brazil crash want to testify in US

US Pilots Charged In Brazil Crash Want To Testify In US

SAO PAULO (AFP)--Two U.S. pilots charged over the 2006 deadly crash of a Brazilian passenger plane have asked for their testimony be taken in the U.S. rather than in a Brazilian court, the G1 news Web site reported Thursday.

Joe Lepore and Jan Paladino lodged a motion with Brazil's supreme court Feb. 1 requesting the move under a judicial assistance agreement between the U.S. and Brazil, their lawyer, Theo Dias, told the site.

The two pilots, both U.S. citizens, have been charged in Brazil with endangering an aircraft over the Sept. 29, 2006 collision between the Embraer Legacy business jet they were flying and the Boeing, owned by Brazilian airline GOL (GOL).

The Brazilian plane crashed in the Amazon jungle after the collision, killing all 154 passengers and crew on board.

The Embraer managed to land at a nearby airport with damage to a wing and its tail.

An investigation underway is determining whether the Embraer pilots were following air controllers' instructions correctly, as they assert, and whether their use of the jet's transponder - which was not functioning at the moment of the collision - contributed to the tragedy.

Lepore and Paladino, who were allowed to leave Brazil after the accident on condition they return to answer legal proceedings, face up to 12 years in prison if convicted.

Four Brazilian air traffic controllers on duty at the time have also been charged.

Dias told G1 that the testimony request was lodged "so that their right to be heard in the United States is recognized."

The two pilots have already been questioned early this month by Brazilian air accident officials in Washington, in the headquarters of the U.S. National Transportation Safety Board.

According to G1, they denied having turned off their jet's transponder.

sábado, 9 de fevereiro de 2008

Pilots of the Legacy deny to have switched-off their anti-collision device

Pilots of the Legacy deny to have switched-off their anti-collision device

Tânia Monteiro, BRASÍLIA

The American pilots of the Legacy-jet that collided with the Boeing of Gol on September 29, 2006, killing 154 persons, said in an interview with the air accident investigation commission, which was held between January 29 and 31, in Washington, that they didn't switch-off the transponder, an anti-collision device that was not working at the time of the accident. Joseph Lepore and Jan Paul Paladino informed as well that they didn't notice, or have no recollection, of having made something that could have triggered the interruption in the functioning of the transponder.

The Centro de Investigação e Prevenção de Acidentes Aeronáuticos (Cenipa), the Brazilian Air Accident Investigation Board, is about to conclude the final report about the accident, but still awaits for the controllers interviews who, on recommendation by their lawyers, didn't yet speak about the accident.

It is expected that this stage will be concluded within one month. After this, the report will be analysed within 60 days. The Aeronáutica strengthens that the investigation has as aim to identify the factors that have contributed to this type of accident and to issue safety recommendations that could help to avoid aircraft accidents with similar characteristics.

Estadão: Pilotos do Legacy negam ter desligado aparelho anticolisão

Pilotos do Legacy negam ter desligado aparelho anticolisão

Tânia Monteiro, BRASÍLIA

Os pilotos americanos do jato Legacy que se chocou com o Boeing da Gol em 29 de setembro de 2006, matando 154 pessoas, disseram, em depoimento à comissão de investigação do acidente, em Washington, entre os dias 29 e 31 de janeiro, que não desligaram o transponder, equipamento anticolisão que não estava funcionando na hora do acidente. Joseph Lepore e Jan Paul Paladino informaram também que não perceberam ou se recordam de ter feito algo que pudesse ter ocasionado a interrupção do transponder.

O Centro de Investigação e Prevenção de Acidentes Aeronáuticos (Cenipa) está em fase de conclusão do relatório final sobre o acidente, mas aguarda os depoimentos dos controladores, que, por recomendação dos advogados, ainda não falaram sobre o acidente.

A expectativa é de que, dentro de um mês, essa etapa seja concluída. Após isso, o relatório será analisado em até 60 dias. A Aeronáutica ressalta que a investigação tem como objetivo a identificação de fatores que contribuíram para aquele tipo de acidente e a emissão de recomendações de segurança que podem ajudar a evitar novos acidentes aeronáuticos com as mesmas características.
COMENTÁRIOS

O Estadão: Nos EUA, pilotos do Legacy prestam depoimento ao Cenipa

Nos EUA, pilotos do Legacy prestam depoimento ao Cenipa

Jato comandado pelos norte-americanos se chocou com um Boeing da Gol e causou a morte de 154 pessoas

Elvis Pereira do estadao.com.br
e Tânia Monteiro, de O Estado de S. Paulo

Os pilotos norte-americanos do jato Legacy - que se chocou com o Boeing da Gol em 29 de setembro de 2006, matando 154 pessoas - afirmaram que não desligaram o transponder, equipamento anticolisão que não estava funcionando na hora do acidente. A declaração foi feita durante depoimento prestado à comissão de investigação do acidente, em Washington, entre os dias 29 e 31 de janeiro .

Joseph Lepore e Jan Paul Paladino informaram também não perceberam ou se recordam de terem feito algo que pudesse ter ocasionado a interrupção do transponder.

A Comissão de Investigação de Acidentes Aeronáuticos (Cenipa) está em fase de conclusão do relatório final sobre o acidente, mas ainda espera contar com outra parte importante para descobrir porque o desastre ocorreu - o depoimento dos controladores, que até hoje evitaram prestar depoimentos. A Associação dos Controladores do Tráfego Aéreo informou que eles seguem orientação dos advogados em relação a pronunciamentos sobre o caso.

Depoimento

De acordo com nota oficial divulgada pelo Comando da Aeronáutica, os pilotos Joe Lepore e Jan Paladino ouviram a transcrição da caixa preta do jato executivo Legacy entre os dias 29 e 31 de janeiro, ao lado de integrantes do Cenipa, em conversas individuais, na sede do National Transportation Safety Board (NTSB), em Washington, nos Estados Unidos.

A FAB informou também que três do NTSB participaram do depoimento. Na nota divulgada na noite desta quinta, com oito pontos, a FAB conta que, em dezembro de 2007, a Comissão de Investigação foi procurada por representantes dos pilotos norte-americanos, quando os trabalhos estavam na última etapa de produção do relatório final.

"Diante da importância desse depoimento, que não havia sido realizado antes por decisão dos próprios tripulantes, foi agendado o encontro com os representantes do Cenipa brasileiros", informa a nota, acrescentando que os pilotos ouviram as duas horas de gravação do áudio registrado pela caixa-preta (CVR) do Legacy e responderam a um longo questionário elaborado pela comissão de investigação sobre o acidente.

Acompnhados de advogados, os pilotos afirmaram que "não realizaram nenhuma ação intencional para a interrupção do funcionamento do transponder e, conseqüentemente, do sistema anticolisão da aeronave, assim com também não perceberam ou recordam terem feito algo que pudesse ter ocasionado a interrupção, de forma acidental, dos referidos equipamentos."

Segundo a nota, "as informações prestadas são importantes para o esclarecimento de pontos relevantes da investigação, por meio do cruzamento com outros dados já apurados, e para a formulação dos possíveis cenários que levaram ao não-funcionamento do transponder." Ainda de acordo com as avaliações feitas pela comissão, "o equipamento estava em condições de uso, porém não estava operando no momento da colisão."

Recomendações

Por conta das conclusões tiradas até agora pela comissão, diversas recomendações já foram encaminhadas a todas as partes envolvidas, de forma a se tentar obter mais segurança na aviação de jatos executivos, com mais rigor na operação destes vôos.

Entre elas, está a recomendação à Embraer, fabricante do jato Legacy, para que ela dê melhores e mais detalhadas instruções aos pilotos, quando forem entregar seus jatos. E à Agência Nacional de Aviação Civil (Anac) que cheque se os pilotos têm, de fato conhecimento dos procedimentos das aeronaves que vão operar, cobrando capacitação das tripulações.

No caso da Aeronáutica e dos controladores, as instruções são no sentido de sugerir que sejam colocados mais alertas, por exemplo, sob forma de alarme, para ajudar a prevenir situações de conflito aéreo. Também estão entre as recomendações melhoria na formação e capacitação dos controladores, com melhor conhecimento do inglês, mais supervisão, e instalação de equipamentos mais capazes de ajudar mais o pessoal que monitora o sistema de tráfego aéreo.

Investigações

A expectativa é de que, dentro de um mês, esta nova etapa do trabalho da comissão de investigação esteja pronta, para encaminhar aos demais envolvidos no acidente os dados obtidos e as conclusões.

Os órgãos envolvidos terão até 60 dias para devolver o relatório com a sua aprovação ou com novas observações. Mas, como os demais órgãos estão acompanhando a investigação passo a passo, a Aeronáutica espera que não se leve todo este tempo para a conclusão final dos trabalhos e que tudo esteja finalizado em, pelo menos, uns 60 dias.

A Aeronáutica ressalta ainda que a investigação tem como único objetivo a identificação de fatores contribuintes para o acidente e a emissão de recomendações de segurança que possam ajudar a evitar novos acidentes aéreos. Reitera, ainda, que não tem a finalidade de apontar culpa ou de levar à responsabilização criminal ou cível dos envolvidos.

sexta-feira, 8 de fevereiro de 2008

In the USA, Legacy pilots provide testimony to CENIPA

In the USA, Legacy pilots provide testimony to Cenipa

The jet commanded by the North Americans collided with a Gol Boeing and has caused the death of 154 people

Elvis Pereira, of estadao.com.br,
and Tânia Monteiro, of O Estado de S. Paulo

The Commission of Investigation of Aeronautic Accidents (Cenipa), is in the concluding phase of the final report on the accident, but still hopes to have another important part to discover why the disaster occurred - the testimony of the controllers, who up to now have avoided giving testimony. The Association of Air Traffic Controllers informed that they are following their lawyers' advice in relation to pronouncements on the case.

Testimony

Because of the conclusions reached up to now by the commission, several recommendations have already been sent to all the parts involved, as a way to try to obtain more safety in business jet aviation, with more rigor in the operation of these flights.

Among them, is the recommendation to Embraer, manufacturer of the Legacy jet, that it give pilots better and more detailed instruction, when it delivers its jets. And to the National Civil Aviation Agency (Anac) that it check that the pilots in fact are familiar with the procedures of the aircraft that they will operate, demanding capability from the crews.

In the case of the Air Force and the controllers, the instructions are in the sense of suggesting that more warnings be installed, in the form of alarms, to help prevent situations of aerial conflict. Also among the recommendations are improvements in the training and capacity of the controllers, with better understanding of English, more supervision, the installation of equipment more capable of better helping the personnel who monitor the air traffic situation.

Investigations

The expectation is that, within a month, this new stage of the investigating commission's work will be done, for the data obtained and the conclusions to be sent to the others involved in the accident.
The bodies involved will have up to 60 days to return the report with their approval or with new observations. But, as the other organs are following the investigation step by step, the Air Force hopes that all this time will not be needed for the final conclusion of the work and and that everything will be finalized in, at least, some 60 days.

The Air Force emphasized that the investigation has as its sole objective the identification of factors contributing to the accident and the issuance of safety recommendations that can help avoid new aviation accidents. It repeats, further, that it does not have the purpose of placing blameor leading to criminal or civil responsibility of those involved.

TJ has still not defined trial jurisdiction in crash of Boeing in state's Far North

TJ has still not defined trial jurisdiction in crash of Boeing in state's Far North

February 8, 2008 - 07:09

The 3rd Section of the Superior Tribunal of Justice resumes deliberations next Wednesday. The schedule has still not been released, but it's expected that minister Paulo Gallotti will include the conflict of jurisdiction in the trial for the Gol Boeing crash, in the North region of Mato Grosso, in September of 2006.

Since November, the action sent to the tribunal by the federal judge in Sinop, Murilo Mendes, has been pending, indicating duplication of legal actions on the same case. The Military Courts declared themselves to have jurisdiction to judge the four air traffic controllers, indicted by the Federal Prosecutor's Office in Mato Grosso, and who are on trial in the Federal Court in Sinop.

The four, who were working in air traffic control on the day of the accident, in which 154 people died, were heard in Sinop, in August, by judge Murilo Mendes. They answered questions referring to the day of the crash.

The American pilots of the Legacy jet that was involved in the collision - Joseph Lepore and Jan Paladino - who were also accused, were represented by lawyers.

The Prosecutors' Office has already filed a brief on the conflict of jurisdiction and defended that the trial should continue to be judged in Sinop, where it was already moving at an accelerated rhythm. In case it returns to the city, the next step will be the witnesses, already named by the defense and the DA's office. They will all be heard by letters precatory and rogatory (for those out of the country).

Members of the victims' families also demand more speed in the procedures so that the sentence is reached as quickly as possible.

Source: Só Notícias/Tania Rauber

STJ ainda não definiu competência para julgar processo de queda do Boeing no Nortão

STJ ainda não definiu competência para julgar processo de queda do boeing no Nortão

08 de fevereiro de 2008 - 07h09

A 3ª Seção do Superior Tribunal de Justiça retoma na próxima quarta-feira, as sessões de julgamento. A pauta ainda não foi divulgada, mas a expectativa é que o ministro Paulo Gallotti inclua o conflito de competência do processo da queda do boeing da Gol, na região Norte de Mato Grosso, em setembro de 2006.

Desde novembro, tramita no tribunal a ação encaminhada pelo juiz federal de Sinop, Murilo Mendes, que apontou duplicidade de processos julgando o mesmo caso. A Justiça Militar declarou-se competente para julgar os quatro controladores de vôo, denunciados pelo Ministério Público Federal de Mato Grosso, e que vinham respondendo processo na Vara Federal, em Sinop.

Os quatro, que trabalhavam no controle aéreo no dia do acidente, em que 154 morreram, chegaram a ser ouvidos em Sinop, em agosto, pelo juiz Murilo Mendes. Eles responderam questões referente ao dia da queda.

Os pilotos americanos do jato Legacy que envolveu-se na colisão - Joseph Lepore e Jan Paladino - que também foram acusados, foram representados pelos advogados.
O Ministério Público já deu parecer sobre o conflito de competência e defendeu que o processo continue sendo julgado em Sinop, onde já estava em ritmo acelerado. Caso volte para o município, o próximo passo será a oitiva de testemunhas, já apontadas pela defesa e MPF. Todas serão ouvidas por carta precatória e rogatória (fora do país).

Familiares das vítimas também cobram mais agilidade nos tramites para que a sentença saia o mais rápido possível.

quinta-feira, 7 de fevereiro de 2008

BULLETIN ON FLIGHT 1907 ACCIDENT February 2, 2008

BULLETIN ON FLIGHT 1907 ACCIDENT - FEB. 2, 2008

Seeking to inform public opinion on the progress of the investigation into the Flight 1907 accident, this Center releases the following information supplied by the Center for the Investigation and Prevention of Aeronautic Accidents (CENIPA):

1) The CENIPA investigation, in accordance with Annex 13 of the Chicago Convention, does not have the purpose of placing blame or leading to criminal or civil responsibility. The investigation has as its sole objective the identification of contributing factors, to issue safety recommendation that can help avoid new aeronautic accidents;

2) In December of last year, the Commission of Investigation was sought out by representatives of the pilots of aircraft prefix N600XL, when the work was in the last stage of producing the final report. In the face of the importance of this testimony, which had not been undertaken previously by the crew's own decision, a meeting was set with Brazilian representatives of CENIPA. It is important to observe that information in this type of investigation is supplied voluntarily;

3) Between the 29th and 31st of January, members of the Commission heard the two pilots, in individual interviews, at the headquarters of the NTSB (National Transportation Safety Board), in Washington, in the United States. Three representatives of that American investigative body participated in the depositions. Until then, the crew of aircraft call sign N600XL had supplied information through the NTSB, responding to questionnaires sent by the Commission;

4) The pilots heard the two hours of audio recording registered on aircraft N600XL's black box (CVR) and responded to a long questionnaire elaborated by the Commission of Investigation on the accident;

5) Accompanied by a lawyer, the pilots affirmed that they did not perform any intentional act to interrupt the functioning of the transponder, and consequently, of the aircraft's anticollision system, as well as also not perceiving or remembering having done something that could have caused the interruption, accidentally, of the cited pieces of equipment;

6) The information supplied is important for the clarification of relevant points in the investigation, by being cross-referenced with other data already found, and for the formulation of possible scenarios which could lead to the non-functioning of the transponder. Evaluations made by the Commission show that the equipment was in usable condition, however was not in operation at the moment of the collision;

7) The Commission of Investigation made a final effort to hear the controllers, but on the advise of the lawyer for the defense, they persist in the position of not participating in any interview with the goal of helping in the work of investigation. This fact is due to fear of the utilization of information from the technical investigation, contrary to what is recommended by Annex 13 of the Chicago Convention, in criminal trials that are underway; and

8) Finally, it should be informed that the investigation is in its final phase and the new information collected will be introduced in the final report.
AIR FORCE CENTER FOR SOCIAL COMMUNICATION

Source: CECOMSAER