=============================================================

Canton OH December 14, 2005 - Rolls-Royce Corporation and The Timken Company today announced an alliance to increase Timken's technology and service capabilities for Model 250 helicopter turboshaft engine parts and component repair. Timken's aerospace business will provide an expanded variety of parts and services under license from Rolls-Royce Corporation for new engine production and for the aftermarket.

"Our Model 250 engine customers and the Model 250 FIRST network of authorized service centers will benefit from improved service and availability as we begin to utilize Timken Aerospace's experience and expanded capacity," said Scott Crislip, president of Helicopters and Small Gas Turbine Engines for Rolls-Royce.

"We are looking forward to a long-term relationship with Rolls-Royce Corporation in several areas where we believe we can enhance product value or performance through our innovative friction management technologies," said J. Ron Menning, Timken's vice president of Aerospace, Consumer and Super Precision.

"Over the last few years we have been expanding our capabilities to produce power transmission parts for small turboshaft engines and look forward to applying these resources to one of the most successful turbine engines ever. Rolls-Royce's original equipment manufacturing experience will help Timken to grow its Aerospace business."

"The Rolls-Royce Model 250 remains the engine of choice for light helicopters and continues to attract new customers and new applications," said Crislip, "and to support the growth, we are developing breakthrough relationships with world-class companies like Timken."

While Timken has provided aerospace bearings to Rolls-Royce Corporation for more than 30 years, this agreement expands the supply range into other engine parts. As part of a settlement of a commercial dispute, Timken Aerospace will become an Authorized Repair Facility and will produce certain Model 250 engine parts under license from Rolls-Royce Corporation.

Madrid December 15, 2005 - HELI-ONE, a fully incorporated branch of CHC Helicopter Corporation announces proudly with Eurocopter its selection of the EC 225 for oil and gas offshore services in the North Sea. The company has confirmed its initial commitment from 2001 and proceeded with the purchase of 2 helicopters. Additionally, HELI-ONE placed additional options to anticipate its activity growth in an increasing market demand for heavy helicopters.

Two of these EC 225s will be operated for Total E&P UK PLC under a five-year contract awarded in October. This brings total 2005 orders for the EC 225 for the oil and gas market to eight firm orders plus four options.

CHC Helicopter Corporation is the world’s largest provider of helicopter services to the global offshore oil and gas industry, with aircraft operating in more than 30 countries. CHC is currently Eurocopter biggest civilian Super Puma family operator with 30 Mark 1, 18 Mark 2 flying around the world (Malaysia, Australia, Angola, United Kingdom, Norway, Denmark, Canada, Brazil,…) and now onwards with the EC 225.

The aircraft will be financed and supported by Heli-One, the world's largest independent helicopter support company. Building on more than 25 years' experience supporting the Super Puma and Super Puma MK2, Heli-One will provide total support for the advanced EC 225, including power by the hour and nose-to-tail maintenance support. Heli-One supports the world's largest fleet of Super Puma and Super Puma Mk2 aircraft, providing financial, maintenance and logistics support to five operators around the world and a global fleet of 50 Super Puma aircraft in six countries.

This brings total 2005 orders for the EC 225 for the oil and gas market to eight firm orders plus four options.

Eurocopter is very proud to see the EC 225 being selected for serving Total E&P UK operations in the harsh North Sea environment. The EC 225 benefits from many technological enhancements from the whole Eurocopter product line and sets new standards of safety, comfort and performance for offshore services.

More than 30 orders for the EC 225 and its military variant, the EC 725, have been booked to date, with orders for the Super Puma/Cougar/EC 225/EC 725 family amounting to nearly 700 units.

The EC 225 is the latest member of Eurocopter’s twin-engine, mid-range Super Puma helicopter family (11 metric ton class). Its mission focus lies on passenger transport – in particular offshore and VIP, but also for public service missions such as Search and Rescue (SAR). It has an initial take-off weight of 10.4 metric tons and significantly increased performance capabilities such as a new-five-bladed main rotor system, a reinforced main rotor gear box, and an integrated display and piloting system.

Dallas December 15, 2005 - Southwest Airlines announced today it will expand its current ATA Airlines codeshare agreement to include ATA flights from DFW Airport to Chicago Midway Airport.

Southwest Customers will be able to book transportation on ATA's three daily nonstop flights from DFW to many destinations in the Southwest system via Chicago Midway Airport with a single ticketing option and through either airline.

"We are excited to expand ours and ATA's North Texas presence and offer travelers Southwest's legendary low fares," said Gary Kelly, Southwest Airlines CEO. "Southwest itself will continue to exclusively serve our Dallas Love Field home, but the expansion of our codeshare agreement with ATA Airlines to DFW gives our Customers access to many Southwest destinations available from Chicago Midway Airport."

Southwest plans to make this service available for sale on Jan. 3, 2006, and the new codeshare flights will begin Jan. 11, 2006. Flights can be booked via southwest.com or through Southwest Airlines reservations at 1-800-I-FLY-SWA. When the service begins, a range of fares will be available, from very low advance purchase fares to unrestricted walkup fares.

From Chicago Midway, travelers will have the option of connecting to many of Southwest's 42 nonstop destinations such as: Albany, Baltimore/Washington, Buffalo, Cleveland, Columbus, Detroit, Hartford/Springfield, Indianapolis, Long Island/Islip, Louisville, Manchester, Norfolk, Omaha, Philadelphia, Pittsburgh, Providence, and Raleigh/Durham. Chicago Midway, with 196 daily nonstop departures, is tied as Southwest's second busiest airport in terms of daily departures.

"Southwest still has no interest in splitting our operation between Dallas Love Field and DFW Airport," Kelly said. "We will continue our efforts to repeal the anti-consumer, anti-competitive Wright Amendment, which restricts our Love Field service. Given the success Southwest has had with the ATA codeshare agreement in other cities, along with the route restructuring underway at ATA, and the progress we've made in repealing the Wright Amendment, it now makes sense to add DFW Airport to our list of codeshare cities. With the high fares prevailing at DFW Airport, I know our travelers will be delighted with this new, low-fare service."

The codeshare means that Southwest and ATA Airlines will exchange passengers and their checked baggage at Chicago Midway Airport.

Southwest Airlines started the codeshare service with ATA Airlines in February 2005 by first offering connecting service in Chicago. That relationship was further expanded to include codeshare service through Phoenix and Las Vegas. Via the codeshare agreement, destinations such as Honolulu, Maui, New York's LaGuardia Airport, and Washington, DC's Reagan National Airport are available to Southwest Customers.

Seattle December 15, 2005 - Alaska Airlines today resumed regularly scheduled air service to Cancun International Airport. The airline temporarily suspended its daily nonstop flight between Los Angeles International Airport (LAX) and Cancun on Oct. 19 following Hurricane Wilma.

"Alaska Airlines is delighted to resume Cancun flights serving the popular Mexican resorts of Cancun and the Mayan Riviera," said Gregg Saretsky, Alaska's executive vice president of marketing and planning. "Tourism in this region is rebounding following Hurricane Wilma, and we are pleased to support that returning demand with our daily nonstop flight schedule."

Seattle December 15, 2005 - The Boeing Company and Cathay Pacific Airways yesterday signed a definitive agreement for the purchase of 12 Boeing 777-300ER (Extended Range) jetliners and purchase rights for 20 additional 777-300ERs.

Cathay Pacific announced its intention to order the 12 aircraft, valued at approximately US$2.85 billion at list prices, earlier this month in Hong Kong. Cathay Pacific plans to take delivery of the new 777-300ERs between September 2007 and July 2010. The 777-300ERs will be powered by the General Electric GE 90-115BL2 engine, the world's largest and most powerful commercial jet engine.

Separately, Cathay Pacific plans to lease four more 777-300ERs from International Lease Finance Corporation.

"This is one of the world's best airlines choosing one of the world's best airplanes," said Alan Mulally, president and CEO, Boeing Commercial Airplanes. "Cathay Pacific's reputation for exceptional passenger service and effective and profitable operations makes its selection of the 777-300ER especially rewarding."

An initial launch customer of the Boeing 777-200 and later of the 777-300, Cathay Pacific has played a critical role in the program's success and especially in shaping the performance capabilities and comfort standards of the 777 twinjet family. The 777 fuselage cross-section finally adopted by Boeing during the aircraft's design phase was originally proposed by Cathay Pacific. The airline currently operates 16 777-200s and -300s for regional operations, and with this order the carrier has endorsed the 777 family as the standard of its ultra-long-haul service for the future.

"These aircraft orders mark an exciting and significant milestone in the development of our airline," said Philip Chen, chief executive officer, Cathay Pacific Airways. "These aircraft will enhance our strength as a carrier and Hong Kong's position as a global hub and gateway to the Chinese Mainland."

The 777 family of airplanes is popular with passengers and airlines alike due to its fuel-efficient twin-engine design, high reliability, low operating costs, and comfortable and spacious interior. The 777-300ER carries 365 passengers up to 7,880 nautical miles (14,594 kilometers).

Recently, Boeing made enhancements to the 777-300ER that improve the airplane's overall fuel efficiency by 1.4 percent. This amount is in addition to the 2 percent fuel-burn improvement already proven in revenue service by airlines that currently operate the 777-300ER. The 1.4 percent improvement in fuel efficiency equates to an annual savings of approximately 200,000 gallons (757,000 liters) per aircraft.

With today's signing, Boeing has secured 127 orders for the 777 in 2005. Over the life of the 777 program, 43 airlines worldwide have placed 800 firm orders for 777s.

Stratford CT December 15, 2005 - Petroleum Helicopters Inc. (PHI) achieved an industry milestone this month by surpassing 1,000 flight hours with just one of its S-92(TM) helicopters. The aircraft was made by Sikorsky, a United Technologies Corp. company.

"Our customers demand a safe, reliable, and efficient product, and the S- 92 has consistently fulfilled these expectations," said PHI Chairman and CEO, Al A. Gonsoulin. "Since introducing the S-92 into our fleet we have increased the level of service we are able to offer our customers, we are very pleased with its overall performance and dependability."

"This achievement is evidence of the confidence PHI has in our product. The S-92's robust design and technological advancements have made it more than ready to meet the demanding needs of our offshore oil customers," said Jeff Pino, Sikorsky's senior vice president for corporate strategy and commercial programs.

PHI signed for two Sikorsky S-92 helicopters on Feb. 7, 2005 at the Heli- Expo trade show in Anaheim, Calif. In total the company flies six S-92 helicopters for use in the Gulf of Mexico offshore oil market.

The S-92 is the first helicopter in the world certified by the European Aviation Safety Agency/Joint Aviation Authorities (EASA/JAA) to the latest and most rigorous safety standards. The S-92 was also the first helicopter certified by the FAA to FAR Part 29 Transport Rotorcraft, Amendment 47, the latest U.S. safety regulations, which mirror the European standards.

The HH-92, a military variant of the S-92, is Sikorsky's candidate in the United States Air Force's Combat Search and Rescue (CSAR-X) replacement program. Designed and built using rugged and proven BLACK HAWK technology, the HH-92 advanced weapons system offers the best combination of survivability, performance, interoperability, safety and cost for the vital CSAR-X mission.

The Canadian government has contracted for 28 H-92 helicopters, designated the CH-148 Cyclone, to conduct a variety of missions including search and rescue, passenger and cargo transfer, medical evacuations and tactical transport.

Seattle December 15, 2005 - The Boeing Company announced today that it has selected Evergreen International Airlines, Inc. to operate the 747 Large Cargo Freighter (LCF) fleet, comprising specially modified 747-400 jets that will transport major assemblies for the all-new Boeing 787 Dreamliner.

Evergreen International Airlines, Inc. (EIA) is a subsidiary of Evergreen International Aviation, Inc. and has performed passenger and cargo services around the globe for more than 30 years. EIA has overall responsibility for the operation of the LCF fleet. It will fly routes to and from the U.S. and Japan.

Evergreen has named Cargolux as a subcontractor to fly routes from Europe. Cargolux currently operates a fleet of 14 747-400 freighters. Sojitz Corp. of America has been chosen by Evergreen to coordinate logistics and other services for Japanese routes. Sojitz will establish an overall plan for receiving and transporting 787 components from Boeing's Japanese partners, and will be the interface between Centrair and Nagoya airports.

"Evergreen International Airlines is an expert in its field, with nearly a half million hours of 747 experience," said 787 Vice President of Airplane Production Scott Strode. "We have complete confidence that EIA -- in partnership with Cargolux and Sojitz -- will meet the aggressive schedule required to transport Dreamliner components around the world."

Boeing will use three Large Cargo Freighters as the primary means of transporting major 787 assemblies to its Everett, Wash., final assembly site from partners around the world.

"We thrive on the challenge of transporting unusual cargo," said Brian Bauer, president of EIA. "Operating these amazing airplanes for Boeing is a unique opportunity and we're proud to play a role in the development of the 787."

The 747s are being modified at Evergreen Aviation Technologies Corp., in Taipei, Taiwan. Modification of the first airplane began last June and is progressing well. The upper fuselage and interior structure have been completely removed to make way for the build-up of the airplane with its enlarged upper fuselage.

This assembly began earlier this month with the installation of an all-new pressure bulkhead. The second airplane was inducted for modification in October. First flight is scheduled for mid-2006 followed by flight test and certification. The first LCFs will enter service in 2007 in support of Dreamliner production.

Stratford December 15, 2005 - Sikorsky Aircraft Corporation today announced that it has completed the acquisition of Keystone Ranger Holdings, Inc., which specializes in full-service engineering, completion and technical support for commercial helicopters, and air medical flight operations. Sikorsky is a subsidiary of United Technologies Corporation.

Keystone, which had been privately owned, will be renamed Keystone Helicopter Holdings, Inc., and is now a wholly owned subsidiary of Sikorsky. It will continue to operate under the brand names of its subsidiaries, Keystone Helicopter Corporation and Composite Technology U.S.A., Inc. (CTI).

Keystone Helicopter specializes in full-service engineering, completion and technical support for commercial helicopters, and air medical flight operations. The firm operates a large technical services depot and completion center in Coatesville, Penn., and operates a large fleet of turbine helicopters in numerous locations across several eastern states, primarily in the air medical mission.

CTI is headquartered in Grand Prairie, Texas, with substantial rotor blade and composite structures overhaul capabilities there and at branch locations in Canada, Brazil, the U.K., and Singapore.

Keystone has done completion work on Sikorsky S-76 and S-92 helicopters for a broad range of missions including VIP, offshore oil, EMS, and multi- mission utility. In addition to Sikorsky, Keystone is and will continue to be factory-authorized by Bell, Eurocopter, and MD Helicopters, and will continue to service and complete Agusta products. The company is also an authorized dealer for virtually every major avionics manufacturer.

PPG Aerospace Awarded Boeing Contract for Electrochromic Cabin Window Systems

Huntsville AL December 15, 2005 - Passengers aboard the new Boeing 787 Dreamliner will be able to darken or lighten their windows at the touch of a button for more comfortable travel. Global aircraft window leader PPG Aerospace has been awarded a contract by the Boeing Company to supply electronically dimmable systems for the windows of the 787's passenger compartment.

"Bringing innovation to the marketplace is a core strength at PPG, which is why the aerospace industry is so important to our company," said Charles E. Bunch, chairman and chief executive officer of PPG Industries. "Aircraft manufacturers and their customers are continually seeking opportunities to improve performance, and we're delighted to help them meet their technology requirements."

According to David Morris, PPG Aerospace vice president, the Boeing 787 will be the first commercial aviation application for electrochromic window technology.

"We are excited about providing Boeing with the latest innovation in the transparencies world that promises to revolutionize air travel on its new Dreamliner," Morris said.

"PPG has explored variable-transmittance window technology for aircraft over several years. The culmination of this effort is our involvement in the 787 Dreamliner. Together we are meeting the needs of the public for more enjoyable travel and helping airlines enhance their operating efficiency. We are especially pleased that we will be introducing a new type of window component on such a technologically advanced airplane as the 787."

Expected revenue is about $50 million over the first five years, according to Morris.

Under a separate, related agreement, PPG Aerospace and Gentex Corporation, the Zeeland, Mich.-based manufacturer of automatic-dimming rearview mirrors and commercial fire protection products, will work together to produce the variably dimmable electrochromic cabin window systems for the Boeing 787.

Morris said that the PPG-Gentex relationship capitalizes on the individual strengths of two industry leaders in order to create and commercialize the new technology at a faster pace than either could do alone.

"PPG brings its unmatched aircraft transparency expertise to Boeing as well as the world's airlines," Morris said.

"We have the knowledge and systems in place to successfully supply the electrochromic transparencies. Importantly, we understand the requirements for a transparency operating in an aircraft environment in order to be qualified. In addition, we have the infrastructure and experience needed to provide airlines with direct worldwide product support and sales service in the aftermarket."

Gentex brings its patented electrochromic technology, as well as expertise in electronics and microelectronics, that will be utilized in the window panels and control systems, according to Garth Deur, Gentex executive vice president.

"This is a start for Gentex, in a new industry, and offers us the ability to leverage some of the research and development dollars we have invested over the years in the development of this unique variably dimming technology."

Electrochromic panel prototypes will be provided to Boeing in early 2006, and first production units for evaluation are due by mid-2006. First articles are expected to be produced for flight evaluation by the fourth quarter of 2006, according to Morris. Volume shipments are expected to begin in mid- to late 2007.

The passenger-cabin windows on the Boeing 787 will be almost 25 percent larger than those on the Boeing 777, Morris noted.

The electrochromic transparencies will allow passengers to adjust the amount of light transmitted to five different levels from dark to clear, with a manual override for use by the flight crew. The dimmable window panels will be inserted between the exterior cabin window and interior plastic dust cover.

Morris noted that the new window systems will not only provide light control, but also enhance the interior appearance and comfort of the aircraft.

"Passengers will be able to control the amount of solar energy that enters the cabin to reduce solar light and heat transmittance for more comfort, and there will be less stress on the heating and air conditioning system," Morris said. "Because there will be no window shades, interior space will be more attractive."

Electrochromic technology uses electricity to darken an electrically conductive medium between two layers of glass. Turning off the electricity bleaches, or lightens, the medium.

NTSB Update on Southwest Airlines Runway Incident at Midway Airport

Washington December 15, 2005 - The National Transportation Safety Board today released the following update on its investigation into the accident involving Southwest Airlines flight 1248, a Boeing 737-700 on December 8, 2005, at Midway Airport in Chicago, Illinois. The airplane overran runway 31C during the landing rollout.

The accident occurred about 7:14 pm central standard time. The airplane departed the end of the runway, rolled through a blast fence, a perimeter fence, and onto a roadway. The airplane came to a stop after impacting two automobiles. One automobile occupant was fatally injured and another seriously injured. The flight was conducted under 14 CFR Part 121 and had departed from the Baltimore/Washington International Thurgood Marshall Airport, Maryland.

The on-scene portion of the investigation has been completed. Additional fact-finding, including tests and research, will be conducted at various component manufacturers. The Safety Board staff continues to examine the information provided by the flight data recorder and the cockpit voice recorder.

Operations/Human Performance

The two pilots in the cockpit were interviewed on Saturday. Each interview took approximately three hours.

The pilots stated that everything was normal through the point of touchdown. Approaching the airport, weather was of concern to them, and they listened to the ATIS (the recorded weather update) four times during the latter portion of the flight. They stated that they agreed with the dispatcher's assessment of the conditions for landing on runway 31C and backed up that assessment by inputting the numbers into the on-board laptop computer tool.

The computer confirmed that the landing would be within the operational parameters of the airplane and Southwest's procedures, they said. Autobrakes were set on MAX, and they activated after a "firm" touchdown. The flying pilot (Captain) stated that he could not get the reverse thrust levers out of the stowed position. The first officer, after several seconds, noticed that the thrust reversers were not deployed and activated the reversers without a problem. At some point, the Captain noticed that the airplane was not decelerating normally and applied maximum braking manually. The first officer also became aware of the poor braking effectiveness, moved his seat farther forward, and also applied maximum braking. They stated that they continued to apply maximum pressure to the brakes as the airplane went straight off the end of the runway and came to a stop.

Interviews were conducted with a number of other Southwest Airlines flight crews, including the crew of the last Southwest flight to land at Midway and a subsequent crew that diverted to St. Louis.

Airplane Performance

Preliminary calculations show that the airplane touched down with about 4,500 feet of remaining runway and was on the runway for about 29 seconds. Preliminary calculations also show that, for the runway conditions and use of brakes and thrust reverser that occurred, the stopping distance without hitting obstructions would have been about 5,300 feet (the actual stopping distance was about 5,000 feet). In addition, had the airplane landing into the wind, rather than with a tail wind, the stopping distance for a landing would have been about 1,000 feet less.

Documentation of aircraft performance from the scene has been completed to the maximum extent possible. It was not possible to observe tire marks from much of the landing rollout due to the fact that the aircraft landed on a snow-covered runway and snow fell on the runway immediately following the accident.

FDR data show that autobrakes were active and provided high brake pressure upon touchdown. Autobrakes and manual braking continued to provide high brake pressure throughout the landing roll.

FDR data show that thrust reversers were activated about 18 seconds after touchdown or about 14 seconds before contact with the blast fence. Testing and examination of the thrust reverser systems will continue.

Investigators have obtained the laptop computer tool used by the accident flight crew. It will be examined and calculations of landing performance will be compared to flight manual data.

Eleven security-type video cameras were identified on the airport that may show imagery of the airplane rollout or the surface of the runway and taxiway at the time of the accident. The videos will be reviewed.

Meteorology

National Weather Service forecasters and other personnel were interviewed. An enhanced snow band was in the area producing localized heavy snow due to lake enhancement. This apparently is a somewhat unusual weather phenomenon, as the band swath was only 20 to 30 miles wide with snow accumulations of 10 inches right over Midway Airport.

Midway Airport weather observation equipment and records were examined and all equipment was working normally during the evening of the accident.

Southwest Airlines dispatchers who were associated with the accident flight were interviewed. Prior to the takeoff from Baltimore, when weather conditions deteriorated and the runway switched to runway 31C, the dispatcher determined that runway 31C was approved for landing for flight 1248. Runway conditions, braking action, wind speed and direction, airplane weight and mechanical condition of the aircraft are typical factors considered in making such decisions. The flight was contacted twice on the way to Midway and the appropriateness of using the runway for landing was reaffirmed during both contacts.

Official weather observations:

Approximately 20 minutes prior to the accident, the winds were from 100 degrees at 11 knots, visibility was mile in moderate snow and freezing fog, the ceiling was broken at 400 feet, and overcast at 1400 feet, temperature - 3C, dew point -5C, altimeter setting 30.06 in. Hg. Remarks - runway 31C rvr (runway visual range) 4500 feet, snow increment - 1 inch of new show in the last hour, 10 inches on the ground.

Approximately 23 minutes after the accident, a special observation revealed winds out of 160 degrees at 5 knots, visibility ¬ mile in heavy snow, freezing fog, sky obscured with a vertical visibility of 200 feet, temperature -4C, dewpoint -5C. Remarks - runway 31C, rvr 3000 feet.

Toxicology

Blood and urine samples were obtained from both pilots. The disposition of the blood samples is being
reviewed.

Structures

The aircraft has been removed from the accident site and was transferred to a hangar at Midway Airport. The maintenance log revealed no writeups or deferred items for the accident flight or several previous flights.

Professional surveyors completed a survey of the accident scene and the geography leading up to the site to
include the locations of parts shed by the aircraft after it left the paved runway surface and the blast fence destroyed during the accident sequence.

Powerplants

Both engines were visually examined at the accident site. Although the first stage compressor blades of both engines showed foreign object damage, they were all intact and present. Wood from the blast fence and other debris was present in both engines. A visual examination of the turbine sections revealed no missing blades.

The 60-day engine history revealed no deferrals or writeups. Each engine has two thrust reverser sleeves. FDR data indicated that all four sleeves were deployed until after the airplane left the paved runway overrun surface. Hydraulic system B (that runs the thrust reversers) revealed no leaks.

Systems

The Systems Group documented the switches, circuit breakers and controls in the cockpit. The leading edge slat, flap, and trailing edge flap extension measurements were taken and revealed symmetrical extension of all devices. The measurements will be compared to Boeing documentation to determine exact extension.

Chicago Fire Department personnel were interviewed to determine if any switch positions or other items were altered during the rescue effort. The Fire Department Chief stated that the only things his people did were to disconnect the battery and turn off the crew oxygen source.

The brakes were found in good condition with adequate wear remaining. The main landing gear tires had acceptable tread depth and no indication of flat spots.

Air Traffic Control

The local controller, two tower controllers, and the tower supervisor were interviewed. All controllers stated that they saw the aircraft lights during the landing roll, but did not see the actual touchdown.

The investigation has revealed that runway 31C was used as the landing runway because it contained lower
landing minimums for aircraft using the ILS approach. If runway 13C was used, the runway most aligned with the wind, pilots would have been unable to land because of insufficient landing minimums.

Survival Factors/Airports

All flight attendants were interviewed. They all said that they noted a smooth landing but that the deceleration feeling thereafter seem less than usual. They noted that the emergency lighting came on after the airplane came to rest, and one flight attendant opened the L1 door to begin the evacuation. The emergency slide deployed automatically, but its angle in relation to the ground was less than ideal.

This caused passengers to begin to pile up around the bottom of the slide. Rescue personnel assisted people away from the slide. The first officer deplaned after about 5 passengers and also assisted in getting people away from the airplane.

Further factual updates will be issued when appropriate.

=============================================================