Talk:Faucett Flight 251

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Hi, I'm reverting your edit again, because you previously inserted false information into this article. If you add anything else, please provide a reference for the information, either on the page, or if it's inappropriate to do it there, on this Talk page, so that it can be verified. You have also twice inserted false information into Pan Am Flight 103. If you want to insert for a third time that it was going to Edinburgh, please provide a reference; otherwise it will be deleted again. You have also inserted plagiarized information into several other articles today. Information must either be checked and rewritten or, if lifted word for word, it must be attributed. Please discuss these issues on the articles' Talk pages. Many thanks, Slim 14:35, Dec 9, 2004 (UTC)

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Please remove the information on flight 251. The wrong flight was erroneously indicated. It was AeroPeru Flight 603 that was to have been discussed. Since the information there (Flight 603) is basically complete there is no need to add to it.

[edit] originally posted by 201.230.246.159 on article page

From the author of "El ultimo vuelo de Faucett" ("Faucett´s last flight") ISBN 978-9972-2982-0-2

Habiendo leído el comentario y sin refutar la posibilidad del CFIT, lo cual no ha sido comprobado, pero con la intención de aportar evidencias que permitan determinar las reales causas del fatal accidente, entre otras, que el tren de aterrizaje estaba arriba conforme aparece de las fotografías y en el plano topográfico levantado con la distribución de los restos del avión, así como que el investigador oficial del accidente declaró ante el fiscal penal que los motores estaban a máxima potencia al momento que hizo el impacto con la parte posterior del fuselaje, podemos establecer que el piloto había decidido frustrar la aproximación y que por ello se encontraba con ángulo positivo, es decir, en posición de ascenso; sin embargo, en esas condiciones continuó perdiendo altura hasta estrellarse por debajo de los 8,500 pies que había seleccionado en el altitud alert, ello por el infernal sobrepeso de 8,000 kilos (aproximadamente 17,000 libras, casi 25% demás) en un avión equipado con motores JT8D-9 con menor potencia que la necesaria para aeropuertos de altura, tales como Aspen, Colorado, USA; La Paz, Bolivia; Quito, Ecuador; Cuzco, Peru.

Cabe precisar que en el vuelo de restitución, realizado varios días después con la finalidad de verificar si la altitud seleccionada por el piloto fue la causa del accidente, también descendieron hasta 8,500 pies pasando el VOR/DME y continuando a esa altura sobrevolando la pista 09 que está a 8,270 pies; esto significa que a pesar de haber seleccionado una altura menor a la mínima del descenso instrumental (8,760 pies), todavía tenían margen sobre el terreno, por consiguiente, queda comprobado que esa aeronave se estrelló porque con los motores JT8D-9 a máxima potencia no pudo superar el tremendo sobrepeso que la aerolínea tenía como política comercial, tan es así que la mañana del mismo día ese avión fue despachado al Cuzco con 6,000 kilos (13,000 lbs.) de sobrepeso.

Con mucho gusto brindaré mayor información a quien lo desee, comunicándose con el autor de esta nota y del libro “El último vuelo de Faucett”, Victor Girao Alatrista, piloto de línea aérea y abogado, ya sea a la dirección electrónica estudio@abogadogirao.com o mediante la página Web www.abogadogirao.com 201.230.246.159 02:26, 20 May 2007 (UTC)