Thai Airways puso a la venta 34 aviones como parte de su estrategia de reestructura, incluyendo sus Boeing 747 y algunos 777.
Durante los primeros seis meses de 2020, la aerolínea asiática registró una pérdida de 900 millones de dólares y se encuentra en un proceso de reorganización por quiebra desde mayo.
Entre las unidades que puso a la venta se encuentran un Airbus A300-600, tres A340-500, seis A340-600, dos B737-400, diez B747-400, seis B777-200 y seis B777-300.
De la flota de 14 aeronaves que actualmente tienen, seis de sus A380 serán retirados de forma permanentemente, originalmente se esperaban que esas aeronaves iban a ser entregadas a su fabricante (Airbus) como moneda de cambio para la compra de 20 A350.
Los Jumbo 747 también serán tocados en la reorganización, de los 32 747 (13 versión 400 y 19 enla versión 8), siendo 5 de los más antiguos pasados a retiro de forma acelerada, el resto están también en el mismo plan.
Lufthansa realizará el mismo proceso con los A340 ( 30 aeronaves entre A340-300 y A340-600) siendo de los últimos siente retirados antes de tiempo.
En aeronaves más pequeños, los A320ceo serán también serán parcialmente dados de baja, serán 11 de los 18 que actualmente dispone la aerolínea.
Los directivos del grupo alemán creen que la demanda de vuelos tardará varios años en recuperarse, y que pasarán meses hasta que los países levanten las restricciones a los viajes.
| El A340-600 EC-JCZ hizo su primer vuelo el 28 de enero de 2005 desde la factoría de Airbus en Toulouse y el 25 de febrero siguiente fue entregado oficialmente a Iberia. |
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| Airbus A340 de Plus Ultra |
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| Airbus A340-600 Miguel de Unamuno de Iberia despues del accidente del 9 de noviembre del 2007 |
Las condiciones meteorológicas en el aeropuerto Mariscal Sucre de Quito, exigían la aplicación de las reglas de vuelo por instrumentos, razón por la cual la tripulación de la aeronave, autorizada por el Control de Aproximación del aeropuerto de Quito, realizó el procedimiento de aproximación por instrumentos número 4 (VOR QIT DME/ILS), para la pista 35. Se determinó que el accidente se debió a que, en el momento del aterrizaje, en condiciones de pista húmeda y con neblina, la aeronave se posó muy adelante en la pista de aterrizaje, y no dentro del primer tercio de la misma. Además, la nave hizo una aproximación final a una velocidad vertical de 19 pies por segundo y con una aceleración vertical de 3,1 g, un aterrizaje extremadamente fuerte para un aparato de ese tamaño.| Parte de la cabina del Miguel de Unamuno |
REPORTE (pilotosiberia.com)
FROM : AIRBUS FLIGHT SAFETY DEPARTMENT TOULOUSE
TO : ALL AIRBUS OPERATORS / ATTN. : FLIGHT SAFETY
ACCIDENT INFORMATION TELEX - ACCIDENT INFORMATION TELEX
SUBJECT: IBERIA FLIGHT IB6463 ACCIDENT IN QUITO,EQUADOR
OUR REF: IBE IB6463 AIT N°2 dated 18 December 2007
PREVIOUS REF : IBE IB6463 AIT N°1 dated 12 November 2007
This AIT is an update of AIT IB6463 N°1 regarding theA340-600 accident during landing on runway 35 at Quito, Ecuador, on the 09th of November 2007 at 17:10 local time.
The data which follows has been approved for release by the commission of investigation led by the Ecuador Investigation Authorities.
The analysis of available data, including the accident recorders (DFDR & CVR), indicates the following sequence of events.
IB6463 was approaching on ILS 35 to Quito airport. Latest reported information to the crew during the final approach were:
- wind 170/06;
- visibility 3000m;
- wet runway.
The Captain was the Pilot Flying (PF).
Quito runway 35 altitude is 9198ft. The total runway length is 3120 m. The Landing Distance Available (LDA) is 3120 m. The runway is equipped with a PAPI. However this runway has an ILS displaced threshold of 510 m (remaining LDA for ILS approach is then 2610 m).
The CVR records confirm the crew intent was initially to follow the ILS until sufficient visual references were available, then to leave the Glide Slope to visually capture and follow the PAPI path and use the full runway for landing.
The approach was performed with both AP1&2 engaged in LOC and GLIDE track modes, A/THR engaged in managed speed mode. Till touchdown, A/THR maintained the VAPP. For final approach, the aircraft was configured to land (gear down, auto-brake set to HIGH, ground spoilers armed, flaps fully extended). Landing weight was 249t, Vapp 151 kt. Given the altitude and the tailwind, the True Air Speed was 181kt and the Ground Speed 189kt.
While AP 1+2 were engaged, the aircraft remained stabilized on the LOC and GLIDE.
Runway 35 was in sight just prior to minimum, DA(H) being 9850ft(652ft).
AP 1+2 were disconnected at the minimum. The PF applied nose-down stick inputs to reach the PAPI flight path. This resulted into an increased rate of descent above 1400ft/mn between 450ft and 150ft radio-altitude. The GPWS "SINK RATE" warning was triggered at 270ft radio-altitude, it was followed by transient nose-up inputs from the PF.
The "SINK RATE" warning was triggered again below 50ft AGL.
The touch-down occurred at about 200m after the full runway threshold (remaining distance was 2920 m).
The landing was extremely hard (more than 3g vertical acceleration, about 19ft/sec 1100ft/mn), which lead to:
- Breakage of the lower articulation link of both Main Landing Gear (MLG);
- Abrupt derotation of both bogie beams;
- Burst at impact of all 4 MLG front wheels;
- And damage of the wiring looms of RH and LH boogie proximity sensors that are used to detect the GROUND condition hence allowing engine thrust reversers deployment.
As a consequence of the 4 MLG front wheels burst, the AUTO BRAKE function was lost.
At touchdown, engine throttles were retarded to idle thus A/THR disengaged, and the ground spoilers deployed immediately.
The thrust reversers were selected but did not deploy because the GROUND condition monitored by the Engines Control Computers was not fulfilled due to the above
mentioned sensors loom damage. For the same reason, engines stayed at FLIGHT IDLE instead of GROUND IDLE.
Full manual braking was applied 5 seconds after touchdown for the whole rollout. The average deceleration achieved during this landing phase was 0.15g. It was consistent with:
- the wet condition of runway;
- the 4 MLG front wheel tyre burst;
- the non-deployment of the engine thrust reversers.
The runway overrun occurred at 85kt in a right turn sideslip attitude resulting from right rudder pedal inputs. The aircraft finally came to a rest at about 200m from the runway end. All passengers and crew members were safely evacuated.
At this stage of the investigation, Airbus reminds operators to comply with Standard Operating Procedure to achieve stabilized approach conditions. Go-around must be initiated if the stabilized conditions are not met at defined altitudes.
Further update will be provided through the normal communication channel to customers.
Yannick MALINGE
Vice President Flight Safety
GSE
AIRBUS Central Entity - B06 3A3
.jpg/1200px-IBERIA_Airbus_A340-642%3B_EC-JOH@UIO%3B24.06.2008_516as_(4320686154).jpg) |
| A340-600 Miguel de Unamuno antes de ser desmantelado. |
