Gol Transportes Aéreos Flight 1907

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Gol Transportes Aéreos Flight 1907
Embraergol737.png

Animation of calamity
Accident summary
Accident type Airplane collision in the air
place GOL machine crash site Coordinates: 10 ° 29 ′ 0 ″  S , 53 ° 15 ′ 0 ″  W - 200 km east ofPeixoto de AzevedoMato Grosso,Brazil
date September 29, 2006
Fatalities 154
Injured 0
1. Aircraft
Aircraft type Boeing 737-800EH
operator Gol Transportes Aéreos
Mark PR-GTD
Departure airport Manaus airport
Destination airport Brasília International Airport
Passengers 148
crew 6th
Survivors 0
2. Aircraft
Aircraft type Embraer Legacy 600
operator ExcelAire
Mark N600XL
Departure airport São José dos Campos Airport
Destination airport Manaus airport
Passengers 5
crew 2
Survivors 7 (all)
Lists of aviation accidents

On the Gol Transportes Aéreos flight 1907 ( GOL 1907 ), a Boeing 737-800EH was used on a scheduled flight within Brazil from Manaus to Rio de Janeiro with a planned stopover in Brasília on September 29, 2006. When the plane above the Amazon Basin in the state of Mato Grosso with a business aircraft of type Embraer Legacy 600 collided in the air , she fell into an area with dense rainforest , about 200 kilometers east of Peixoto de Azevedo . All 154 passengers and crew were killed. The Embraer was only slightly damaged in the collision and was able to land on a military base , the seven occupants were uninjured. Up until the crash landing of an Airbus A320 on TAM Linhas Aéreas flight 3054 on July 17, 2007, the crash was the most serious accident in the history of Brazilian aviation. Previously, the accident involving a Boeing 727 on VASP Flight 168 near Fortaleza on June 8, 1982 , resulted in the highest number of casualties with 137 deaths. In addition, the incident was the first fatal accident and the first total loss of a Boeing 737-800.

Aircraft and crews

The Boeing 737 of the GOL flight

The Boeing 737-800 in a new variant for short runways was only delivered by Boeing to Gol Transportes Aéreos on September 12, 2006 and had only completed 234 hours of flight before the accident.

148 passengers (144 Brazilians and one passenger each from France, Germany, Portugal and the United States) were on board the machine. The crew consisted of flight captain Decio Chaves Jr. , 44 years old, the first officer Thiago Jordão Cruso , 29 years old, and four flight attendants . The captain had about 14,900 flight hours and was also a flight instructor for the airline GOL. The copilot had completed 3,850 flight hours.

This aircraft accident was the first with a complete loss of a Boeing 737-800 (and also the Boeing 737 "Next Generation" in general) as well as the first of this version of the Boeing 737, which resulted in the death of passengers or crew members.

The Embraer Legacy

The Embraer EMB-135BJ Legacy 600 was a business jet with the registration number "N600XL". He was one of the ExcelAire Service Inc. , a company in Ronkonkoma ( Suffolk County, New York ). The machine was on its transfer flight to the United States with a scheduled stopover in Manaus. The machine had taken off from the São José dos Campos regional airport ( IATA code : "SJK") near São Paulo and was en route to Manaus when it collided with the GOL flight in 1907 in the air. The crew consisted of the US citizen Joseph Lepore , flight captain and 42 years old, and the first officer Jan Paul Paladino , 34 years old. The Italian-born Lepore had been a pilot for more than 20 years and had completed over 8,000 hours of flight. Paladino had accumulated more than 6,400 flight hours in a decade. Both pilots were sufficiently qualified to fly the Embraer Legacy as pilots.

Among the five passengers of two Embraer employees were two ExcelAire directors and Joe Sharkey, a columnist and journalist of the US newspaper The New York Times , who was researching an article for a magazine that specializes in corporate aircraft. Sharkey reported in the New York Times that " after the collision, the legacy jet stabilized until it landed at the Brazilian Air Force Brigadeiro Velloso base in the Amazonian state of Pará . " All occupants of the Embraer jet survived unharmed.

The damaged side of the plane ...
... and for comparison: the undamaged side of the jet

Representatives of the Brazilian Air Force and the Brazilian aviation authority ANAC at the base interviewed the Embraer crew and passengers, they also removed the two flight recorders on board and sent them to São José dos Campos for evaluation.

Sharkey reported that the crew and passengers were arrested by the ANAC and the police for 36 hours and were questioned intensively after the " emergency landing on a previously top-secret air force base deep in the jungle of the Amazon ".

On October 2, the Embraer's captain and first officer were requested by the judicial tribunal in Mato Grosso to surrender their passports pending further investigations. This procedure was requested by the public prosecutor for Peixoto de Azevedo and the judge Tiago Sousa Nogueira e Abreu granted the request because a pilot error on the part of the Embraer could not be ruled out. In October 2016, the British Guardian published a report from an Embraer employee about the incident.

collision

Assumed flight routes of the two crashed aircraft: Boeing red, Embraer green

The initial reports assumed that the Gol Boeing and Embraer business jet collided in midair near the city of Matupá . The Embraer landed safely on the Brigadeiro Velloso Air Force Base , despite the damage sustained to the left wing and left elevator. Subsequent reports from local authorities indicated that the emergency landing was unrelated to the crash, but the information given by the pilots of the Embraer jet to the Air Force made the crash the most likely cause of the crash. There are reports that air traffic control lost contact (both radio and secondary radar) with the Embraer shortly before the collision.

According to reports, the crew of the Embraer made a statement according to which the flight was cleared by air traffic control in Brasilia for flight level 370 (approximately an altitude of 11 km) and that this altitude was also the altitude assigned at the time of the collision. It was also stated by the crew that they had lost contact with Brasilia prior to the collision and that the collision course warning system did not warn of the oncoming aircraft.

Journalist Joe Sharkey present on board has also confirmed the apparent altitude of 37,000 feet. In his October 1, 2006 article for the New York Times entitled Colliding With Death at 37,000 Feet, and Living , Sharkey reports:

“And it was a nice flight. Minutes before we were hit, I had gone to the cockpit to chat with the pilots who said the plane was flying nicely. I saw the ad that said our altitude was 37,000 feet. I returned to my seat. The blow came minutes later (it also cut off part of the aircraft tail, as we later discovered). "

An eyewitness reported seeing a large airliner at low altitude in the Cachimbo Mountain Range area. Other witnesses said they heard an explosion, but these reports are unconfirmed. The last contact with the aircraft was recorded at 4:50 p.m. local time (7:50 p.m. UTC) near the remote city of São Félix do Araguaia , Pará state .

Rescue operation

Overview of the contact points between the two machines
Aerial view of the crash site
The voice recorder

The Brazilian Air Force dispatched five planes and three helicopters to the region, one equipped with a magnetic anomaly detector, to conduct a search and rescue operation. About 200 people were involved in the operation, including a group of Kayapo Indians who were familiar with the rainforest in the area. The crash site of Gol-Flug 1907 was located on September 30, one day after the accident, by the Brazilian Air Force. It is located at 10 ° 29 ′ 0 ″  S , 53 ° 15 ′ 0 ″  W , about 200 km east of Peixoto de Azevedo , not far from the Jarinã farm. According to reports, the rescue teams had difficulty reaching the site due to the density of the rainforest. By Infraero was initially considered five possible survivors, but later, the Air Force announced that units of the rescue personnel that had rappelled to the wreck, found no survivors. The Brazilian President Luiz Inácio Lula da Silva ordered three days of state mourning because of the accident .

Both flight recorders (consisting of a flight data recorder and a cockpit voice recorder) of the Boeing 737 were found on October 2, 2006 and handed over to the investigative authorities for evaluation. The equipment was badly damaged.

By October 2, about 100 bodies had been recovered from the wreck. The bodies were found near the tail of the aircraft, about a kilometer from the main crash site. The bodies were first taken to a makeshift base on Jarinã Farm, from where the Air Force flew them to Brasilia for examination and identification.

Start of the investigation

Debris from the GOL aircraft

On October 9, 2006, a copy of the Embraer's original flight plan was released through the media. Accordingly, the machine should fly to Brasilia at flight level 370 (FL370 - i.e. at an altitude of 37,000 feet) and follow the UW2 airway. Then a descent to FL360 was planned near Brasilia and the aircraft should pass Brasilia in a northwest direction on the air route UZ6 to the fixed point 'Teres', an air traffic navigation mark 513 km northwest of Brasilia with the coordinates 12 ° 28.5' S, 51 ° 22.1 'W, where an ascent to flight level 380 was planned. According to the flight plan submitted, the Embraer should be at FL380 when it passed the site of the later collision, about 307 km northwest of Teres.

The Legacy crew stated that air traffic control cleared their flight for the entire journey to Manaus at an altitude of 37,000 feet. This statement was confirmed on November 3, when transcripts from the air traffic control radio became known to the press. These records should show that the IFR clearance before take-off was: “N600XL, Clear, 370, Manaus” , that is, the Legacy should climb to flight level 370 and hold it for the entire section to Manaus. This invalidated the original flight plan.

The transcript that has become known contains another obvious possibility for air traffic control to check the level of the legacy, since the aircraft was handed over to another air traffic controller during the flyby of Brasilia . At the first contact, the Legacy reported with the words “N600XL at 370, good afternoon” . The air traffic controller responded by asking the legacy to activate the identification function on the transponder and the air traffic controller subsequently confirmed the radar contact without mentioning flight level 370.

A preliminary factual report was published on November 16, 2006 by the Brazilian Center for the Investigation and Prevention of Aviation Accidents ( Centro de Investigação e Prevenção de Acidentes Aeronáuticos , CENIPA). This preliminary report focuses on the previously known facts: The original flight plan had taken flight level 370 to Brasilia, flight level 360 to Teres and flight level 380 to Manaus; the Gol 1907 had announced flight level 370 on the flight to Brasilia; the collision occurred at 37,000 feet at 16:56:54 local time and it was confirmed that the aircraft's TCAS systems were not activated or alerted and that none of the crews had visual contact with the oncoming aircraft prior to the collision would have.

Neither the transcripts of the air traffic control authorities nor the cockpit voice recorder (CVR) were taken into account in this preliminary report. The same applies to the transcripts of the given flight clearances and their reconfirmation by the pilots as well as any other subsequent clearances on the route.

The director of CENIPA said at the press conference that “at this moment all conclusions will be premature” and it is not yet possible to say what actually caused the accident.

The findings of the accident investigation

The Brazilian investigation authority CENIPA published the final accident report on December 8, 2008. An official English translation has also been published on the US National Transportation Safety Board website.

The flight data recorder, voice recorder and air traffic control recordings played a central role in the reconstruction. The American pilots willingly and consistently provided information, with one exception, namely how the transponder failed. Their statements were contradictory on this point and also contradicted the recorded data. On the advice of their lawyers, the Brazilian air traffic controllers refused to provide any oral information because criminal proceedings had already been initiated. As a result, it was not possible to answer some questions relating to air traffic control procedures.

The accident report names a whole series of errors, primarily by the air traffic controllers, but also by the crew of the N600XL, which only led to the accident in their entirety. The only ones who hadn't made a mistake were the crew of the Brazilian Boeing 737 PR-GTD, which later crashed. The accident report contains a long list of recommendations regarding the organization of air traffic control, the training of pilots, the procedures in the event of transponder and radio failure and the design of the cockpit instruments.

Course of events

On September 25, 2006, the pilots traveled to the three-quarter million city of São José dos Campos (airport code SBSJ), about 80 kilometers east of the southeast Brazilian metropolis of São Paulo , where the aircraft manufacturer Embraer has its headquarters, in order to work for their employer, the US -American carrier ExcelAire Services, Inc. to pick up Embraer Legacy 600 , registered N600XL, and fly to Fort Lauderdale (KFLL), Florida. The flight was originally planned for September 30th, but was then brought forward to September 29th at short notice. The first section should lead to Manaus (SBEG) on the Amazon, where a refueling stop was planned.

For both pilots it was the first flight on this type of aircraft and they were also unfamiliar with the built-in avionics . Your type briefing had taken place in the USA in the simulator. In the time between the arrival of the pilots at the Embraer plant and the overflight to the USA, three acceptance flights took place with a plant pilot, but they did not include any training. None of the pilots had flown in Brazil before and they had never flown together either. Nonetheless, both pilots regarded this flight as a routine flight.

On the day of the flight, the handover ceremony for the aircraft took place in the morning with a meal. Since Manaus is in the middle of the jungle, the pilots wanted to do the flight in daylight. Therefore, they were under time pressure and only incompletely prepared the flight, and there was no briefing at all.

The flight plan submitted provided for an altitude of FL370 to Brasilia (BRS VOR ), after Brasilia the flight was to be continued at FL360. The flight areas from Brasília to Manaus are basically even (FL340, 360, 380 ...) and vice versa, uneven. The flight plan was approved in this way, fed into the air traffic control system and subsequently appeared on the controllers' screens. However, the pilots were not given the entire route clearance before take-off, only the first part to Brasilia, so only FL370 was mentioned. Contrary to the regulation, the pilot did not mention any express release limit. As a result, the pilots were of the wrong opinion that they had received full route clearance and should remain at FL370 for the entire flight.

At 2:51 p.m. local time, the aircraft took off from São José dos Campos and rose to its cruising altitude of FL370. As soon as the cruising altitude was reached, the pilots began to deal with the stopover in Manaus. For the first time, they took note of a NOTAM , according to which only a shortened runway was available in Manaus due to construction work. They had received this notam before the flight, but hadn't read it yet because of the time pressure. The runway that was still available according to the Notam was very short for the aircraft, so they took out the laptop and calculated various scenarios with the help of a special program. This activity, which is actually part of flight preparation on the ground, lasted until shortly before the collision and absorbed a large part of their attention. In the opinion of the investigating commission, this made a major contribution to the fact that they later neither noticed the transponder failure nor questioned the incomplete transmissions by the pilots. In addition, the opened laptop obstructed the view of the flight instruments.

Even before Brasilia, the N600XL was handed over from one air traffic controller to the next. This handover took place much earlier than the air traffic control sector division provided, but it was actually permissible. However, it contributed to the fact that the new controller forgot to ask the pilots to change altitude to FL360 after the flight over BRS VOR. The fact that BRS VOR was outside of its assigned sector may have played a role. For their part, the pilots had not expected any change in altitude, as they were of the opinion that they were cleared for the entire route at FL370.

Almost exactly at this point in time, the N600XL's transponder failed. The reason for this failure could no longer be clearly reconstructed, but everything points to the fact that the responsible pilot (PIC / Pilot in Command) accidentally switched it off when he was using the combined control unit, with which he was not familiar, the fuel consumption and the Radio frequencies controlled. A transponder failure is displayed in the cockpit, but only slightly prominently: nothing flashes and there is no acoustic warning. The pilots did not notice the transponder failure. In addition to the unfamiliarity with the cockpit, the preoccupation with the calculations for the stopover in Manaus also contributed to this. The relaxed atmosphere in the cockpit may also have played a role.

The failure of the transponder meant that the N600XL was only displayed on the controller's screen as a primary target without an altitude. This means that the information on the air traffic controller's radar was based on the legacy being recorded by terrestrial radar systems, which are notoriously unreliable when it comes to flight altitude information. Although the air traffic controller had taken over the plane at FL370 and never requested an altitude change, he was now of the firm opinion that the aircraft was flying at FL360 as specified in the flight plan. Contrary to the regulations, the air traffic controller did not take any further measures after the transponder failure, which is not displayed prominently on his radar and of which he probably had no knowledge, and did not inform the pilots about the failure.

Another consequence of the transponder failure was that the collision warning (TCAS) no longer worked. Unaware of the transponder failure, the pilots continued to believe that they were flying with a functioning TCAS.

Shortly after the transponder failure, the pilots changed shifts. The replacing pilot was informed that the N600XL was flying at FL360. The latter did not question the information and did not take any measures regarding the transponder failure.

The aircraft was now approaching an area that was no longer covered by the assigned radio frequency of 125.05 MHz. The controller therefore requested a frequency change to 135.9 MHz. However, this transmission only reached the pilots incompletely, so that they were now inaccessible to the pilot.

In the meantime, the pilots had finished their calculations and stowed the laptop again.

At 16:39:50 local time, the PIC left the cockpit and went to the toilet. The copilot tried unsuccessfully to contact the air traffic controller on several frequencies. Since he was alone in the cockpit, he was greatly distracted by this, which may have contributed to the fact that he still did not notice the transponder warning, although it was displayed on the same control unit that was used to set the radio frequencies. The attempts at contact remained unsuccessful, among other things, because on the one hand the Jeppesen map contained incorrect frequencies, but on the other hand air traffic control had not activated all the published frequencies. In particular, the international emergency frequency 121.5 MHz, which the copilot also tried, was not intercepted, contrary to the regulations.

At 16:53:30, the controller handed the N600XL over to the next sector and informed the new controller of the presumed altitude FL360, while the aircraft was actually still flying at FL370.

At 16:53:39 hrs, the new controller broadcast a blind message in which he requested N600XL to switch to the frequency 123.32 or 126.45 MHz. This radio message was received by the copilot but not fully understood. The copilot tried to inquire, but could no longer establish contact with the pilot. The contact attempts were made more difficult by the fact that the controller was still in contact with other aircraft, which was confirmed by the frequency. Meanwhile, N600XL was still only shown on the pilot's screen as a primary target without any height information. This controller also did not take any measures, and in particular did not inform the Boeing PR-GTD, which was approaching on the opposite course.

At 16:55:46, around one minute before the collision, the PIC returned to the cockpit after 16 minutes of absence. The copilot described the situation to him as far as he could see it. Despite his long absence, the PIC failed to systematically check all flight instruments on his return. With that he missed the last opportunity to notice the transponder failure.

At 4:56:54 p.m. there was a violent blow. The pilots realized immediately that they must have collided with something. But they had seen nothing.

The Embraer N600XL had collided with the Boeing PR-GTD, which was correctly flying in the opposite direction on FL370 and was on a scheduled flight from Manaus (SBEG) to Brasilia (SBBR) with 154 people on board.

At 16:59:13, a good two minutes after the collision, the copilot noticed that the transponder was switched off and switched it on again. The N600XL reappeared on the pilot's screen as a secondary target with all the information.

The Embraer N600XL lost a winglet and parts of the horizontal stabilizer in the collision. But she remained airworthy and was able to land on the military airfield Campo de Provas Brigadeiro Veloso (SBCC) near Novo Progresso in the state of Pará .

The Boeing PR-GTD was severed seven meters from the left wing. The resulting asymmetrical lift could not be compensated with the remaining right aileron. The plane immediately went into a spiral dive . Due to the enormous forces that developed, it broke apart in the air.

Action for damages

On November 6, 2006, the families of ten of the victims filed a lawsuit for damages against ExcelAire and Honeywell based on the allegation that the Legacy pilots had flown at the “wrong altitude” and that the Honeywell transponder was at the time of the Collision didn't work. Additional lawsuits on behalf of other survivors were subsequently filed; they are based on similar allegations.

Legacy crew attorney, Miami practitioner Robert Torricella, responded to the allegations that the crew would overrule a previously submitted flight plan due to international regulations and instructions from flight control, and in this case

"[...] the flight plan approved by air traffic control at the time of departure required the Legacy to fly all the way to Manaus at 37,000 feet and, since there were no instructions to the contrary from air traffic control, the Legacy was obliged to follow the approved flight plan. If the research results are made public, we are certain that the ExcelAire pilots will be free of guilt. "

A spokesman for Honeywell noted that "Honeywell is not aware of any evidence suggesting that its transponder did not work properly in the Embraer Legacy or that Honeywell was responsible for the accident" .

See also

Web links

Commons : Gol-Transportes-Aéreos-Flug 1907  - Collection of pictures, videos and audio files
 Wikinews: Rescue work after plane crash in Brazil  - message
 Wikinews: Boeing 737-800 crashed with 155 people in Brazil  - news

Individual evidence

  1. ↑ Folha Online: Diretora da Anac confirma colisao entre aviao da Gol e jato Legacy . October 1, 2006 (Portuguese)
  2. ^ Accident report B-727-200 PP-SRK , Aviation Safety Network (English), accessed on December 6, 2018.
  3. ↑ Boeing : Boeing 737 Design Enhancements Earn FAA Certification ( Memento of the original dated November 10, 2006 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. . Retrieved November 2, 2006 @1@ 2Template: Webachiv / IABot / www.boeing.com
  4. ↑ Guerra, Flávio ( Airliners.net ): Airliners.net Photos: Gol Transportes Aereos Boeing 737-8EH . Retrieved November 2, 2006
  5. ↑ Officials: Plane carrying 155 disappears (English) , CNN . September 30, 2006. Archived from the original on October 5, 2006. 
  6. ↑ MSNBC : Brazilian jet carrying 155 missing September 30, 2006
  7. ↑ Globo : GOL Corrige Lista de Passageiros e Número de Mortos Cai Para 154 . October 5, 2006 (Portuguese)
  8. ↑ a b U.S. pilots may face manslaughter charge in Brazil crash (English) , CNN. October 4, 2006. Archived from the original on November 3, 2006. 
  9. ↑ Folha Online: Gol divulga lista de passageiros do vôo 1907 . Retrieved November 2, 2006 (Portuguese)
  10. ↑ Gol Transportes Aéros: Passenger Destination and Crew Profile Flight 1907 Advisory # 6 (Gol Press Advisory) ( English ) PR Newswire. September 30, 2006. Archived from the original on November 6, 2014. Info: The archive link was automatically inserted and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. Retrieved September 14, 2012. @1@ 2Template: Webachiv / IABot / www.prnewswire.com
  11. ↑ Folha Online: Saiba mais sobre os passageiros e tripulantes que estavam no vôo 1907 . October 5, 2006
  12. ↑ Aviation Safety Network: Index of all aircraft types . Retrieved November 2, 2006
  13. ↑ Embraer confirms it believes Legacy was involved in Gol Boeing 737 collision (English) , Flightglobal.com . September 30, 2006. Retrieved September 14, 2012. 
  14. ↑ accident report EMF 135BJ Legacy N600XL , Aviation Safety Network (English), accessed on 27 November of 2019.
  15. ↑ a b c Globo: “Bati em alguma coisa”, diz piloto do Legacy , September 30, 2006 (Portuguese)
  16. ↑ Sequera, Vivian, News1130: Brazilian authorities find missing airliner carrying 155 people  ( page no longer available , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice. . Retrieved November 2, 2006@1@ 2Template: Dead Link / www.news1130.com  
  17. ^ A b New York Times : Colliding With Death at 37,000 Feet, and Living . October 1, 2009
  18. ↑ Globo: Ocupantes do Legacy dizem ter sentido impacto . Retrieved November 2, 2006 (Portuguese)
  19. ↑ Globo: Me Falam Desde Domingo Que Ele Volta Amanha, Diz Pai Do Piloto , October 4, 2006 (Portuguese)
  20. ↑ a b Gustavo Tourinho (Globo): Caixas-pretas do Legacy chegam a Sao José dos Campos para perícia Flight recorders arrive in Sao Jose Dos Campos for analysis, October 1, 2006 (Portuguese)
  21. ↑ Fox News : Brazilian Authorities Suspect No Survivors From Jet That Crashed Carrying 155 People ( Memento of the original from October 23, 2006 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. . September 30, 2006 @1@ 2Template: Webachiv / IABot / www.foxnews.com
  22. ^ North County Times: Rescuers struggle to reach crash site in dense Amazon forest, little hope of survivors . October 2, 2006
  23. ↑ Joe Sharkey's blog: Joe Sharkey at Large - "Astonished to Be Alive ..." . Retrieved November 3, 2006
  24. ↑ Pilotos do Legacy estao proibidos de deixar o Brasil ( Portuguese ) Ministério Público do Estado de Mato Grosso. 2006. Archived from the original on March 3, 2009. Retrieved November 3, 2006.
  25. ↑ Folha Online: Justiça manda apreender passaportes de pilotos do Legacy . October 2, 2006 (Portuguese)
  26. ^ David Rimmer: Experience: I survived a midair collision. In: The Guardian. October 28, 2016, accessed October 28, 2016 .
  27. ↑ Folha Online : "Quadro mostra as hipóteses sobre a colisao dos avioes" , October 3, 2006 (Portuguese)
  28. ↑ Globo: "Aviao da Gol Desaparece na Regiao de Matupá, em Mato Grosso" , September 29, 2006 (Portuguese)
  29. ↑ Embraer divulga nota sobre acidente que envolveu uma da suas aeronaves (Portuguese) , O Globo Online. September 30, 2006. Archived from the original on July 16, 2011. Retrieved September 12, 2012. 
  30. ↑ Globo: FAB Mantém buscas por aviao desaparecido , September 30, 2006 (Portuguese)
  31. ↑ Globo: LEGACY FICOU FORA DO RADAR POR 15 MINUTOS E RECEBEU 5 ALERTAS , October 5, 2006 (Portuguese)
  32. ↑ Globo: PILOTO DO LEGACY DIZ QUE TORRE AUTORIZOU ALTITUDE DE VÔO , accessed on November 2, 2006
  33. ↑ O Globo Online: Aviao since Gol caiu na Vertical diz Infraero, 30 September 2006 (Portuguese)
  34. ↑ Folha Online: Índios ajudam a resgatar vítimas de acidente com aviao, o pior ocorrido no Brasil , September 30, 2006 (Portuguese)
  35. ↑ Folha Online: Nao há sobreviventes em acidente com o aviao da Gol, diz Aeronáutica , September 30, 2006 (Portuguese)
  36. ↑ Folha Online: Destroços de aviao da Gol indicam queda vertical , September 30, 2006 (Portuguese)
  37. ↑ Globo: FAB diz que nao há sobreviventes , September 30, 2006 (Portuguese)
  38. ↑ Globo: Lula declara luto nacional , September 30, 2006 (Portuguese)
  39. ↑ Globo: Aeronáutica Findera caixas-pretas do Boeing da Gol , October 2, 2006 (Portuguese)
  40. ↑ Últimas informaçoes sobre as caixas pretas eo trabalho da comissao de investigaçao ( Portuguese ) Agencia Nacional de Aviaçao Civil . October 3, 2006. Retrieved September 14, 2012.
  41. ↑ Globo: Defesa diz que cem corpos foram habenrados na cauda do aviao , October 2, 2006 (Portuguese)
  42. ↑ Boletin de Imprensa - 04/10/2006 6pm ( Portuguese ) Brazilian Air Force . October 4, 2006. Archived from the original on March 28, 2008. Retrieved on November 3, 2006.
  43. ↑ Globo: PLANO DE VÔO MOSTRA QUE LEGACY ESTAVA NA ALTITUDE ERRADA , October 9, 2006 (Portuguese)
  44. ^ "Para Infraero, Legacy descumpriu plano de vôo" , October 9, 2006 (Portuguese)
  45. ↑ Globo: "Depoimentos mostram contradiçoes no acidente aéreo" , accessed on November 2, 2006 (Portuguese)
  46. ^ O Estado de S. Paulo : "Para oficiais, contato com Legacy foi impreciso, nicht incorreto" ( Memento of the original dated February 12, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. November 3, 2006 (Portuguese) @1@ 2Template: Webachiv / IABot / www.estadao.com.br
  47. ↑ Associated Press : "Pilots reportedly given wrong information in crash that killed 154" ( Memento of the original from May 9, 2016 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. , November 3, 2006 (English) @1@ 2Template: Webachiv / IABot / www.timesargus.com
  48. ↑ Folha Online: "Caixa-preta de Legacy revela que torre errou" , November 2, 2006 (Portuguese)
  49. ↑ Pilots' account verified! (English) , Newsday Melville, NY. November 4, 2006. 
  50. ↑ Terra.com “Flight 1907 Preliminary Report” ( Memento of the original from June 20, 2007 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. , accessed November 19, 2006 (PPT file, Portuguese) @1@ 2Template: Webachiv / IABot / www.terra.com.br
  51. ^ Bill Bleyer, Martin C. Evans: Brazilian officials: Crash investigation will take 10 more months (English) , Newsday, Melville, NY. November 16, 2006. 
  52. ↑ Relatório Final A-022 / CENIPA / 2008 ( Portuguese , PDF) Centro de Investigaçãu e Prevenção de Acidentes Aeronáuticos. December 8, 2008. Archived from the original on July 24, 2011. Retrieved on September 12, 2012.
  53. ↑ Aeronautical Accident Investigation and Prevention Center: Final Report A-022 / CENIPA / 2008 ( English , PDF) National Transportation Safety Board . Archived from the original on June 4, 2011. Retrieved September 12, 2012.
  54. ↑ (In the accident report, all times are given in UTC. To convert to local time, 3 hours must be subtracted, so: LT = UTC – 3.)
  55. ↑ BBC : "US firms south over Brazil crash " , November 6, 2006 (English)
  56. ↑ Stan Lehmann: 2nd lawsuit filed in Brazil air disaster (English) . November 10, 2006. Archived from the original on November 18, 2006. 
  57. ↑ Aero-news.net: ExcelAire: Lawsuits Regarding Gol Jet Accident Premature , November 9, 2006 (English)
  58. ↑ International Herald Tribune : Lawyers for Brazil air crash victims file suit in New York City , November 6, 2006 (English)