View allAll Photos Tagged flightcrew
De Havilland Canada DHC-6-300 Twin Otter
British Antartic Survey
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José JoaquÃn de Olmedo Intl. Airport (SEGU/GYE)
Guayaquil, Ecuador
October, 2019
Airbus A340-642X
Iberia
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
July, 2019
Airbus A319-132
Latam Ecuador (LAN)
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José JoaquÃn de Olmedo Intl. Airport (SEGU/GYE)
Guayaquil, Ecuador
October, 2019
Boeing 737-7K2
Equair
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
January, 2022
Airbus A320-251N
Avianca Ecuador (AeroGal heritage livery)
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
August, 2023
Boeing 727-2S2F(Adv)
LÃneas Aéreas Suramericanas (LAS Cargo)
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
February, 2020
Sud Aviation SE 210 Caravelle VIN
SAETA (Pastavi Airlines)
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Hacienda Pastavà [Off Airport]
Otavalo, Ecuador
October, 2020
Climbing out of KCHO to KCLT in N914HA.
DHC-8-100/200
Details
Country of Origin
Canada
Type
Turboprop regional airliner
History
Bombardier's de Havilland Dash 8 has proven to be a popular player in the regional turboprop airliner market. De Havilland Canada began development of the Dash 8 in the late 1970s in response to what it saw as a considerable market demand for a new generation 30 to 40 seat commuter airliner. The first flight of the first of two preproduction aircraft was on June 20 1983, while Canadian certification was awarded on September 28 1984. The first customer delivery was to norOntair of Canada on October 23 1984. Like the Dash 7, the Dash 8 features a high mounted wing and Ttail, and has an advanced flight control system and large full length trailing edge flaps. Power meanwhile is supplied by two Pratt & Whitney Canada PW120 series (originally designated PT7A) turboprops. Initial Dash 8 production was of the Series 100, which was followed by the Series 100A in 1990. The 100A introduced a revised interior with extra headroom and PW120A turboprops. The Series 100B was offered from 1992 with more powerful PW121s for better climb and airfield performance. Production since switched to the improved performance Dash 8-200. Announced in 1992 and delivered from April 1995 the -200 features more powerful PW123C engines which give a 56km/h (30kt) increase in cruising speed, as well as greater commonality with the stretched Dash 8300. The 200B derivative has PW123Bs for better hot and high performance. From the second quarter of 1996 all Dash 8s delivered have been fitted with a computer controlled noise and vibration suppression system (or NVS). To reflect this the designation was changed to Dash 8Q (Q for `quiet'). In 1998 that was changed again to Dash 8 Q200 when a new interior was introduced.
Powerplants
100 - Two 1490kW (2000shp) Pratt & Whitney Canada PW120A turboprops driving four blade constant speed Hamilton Standard propellers. 100B - Two 1605kW (2150shp) PW121As. 200 - Two 1605kW (2150shp) PW123Cs in 200A, or two PW123Ds in 200B.
Performance
100A - Max cruising speed 490km/h (265kt), long range cruising speed 440km/h (237kt). Initial rate of climb 1560ft/min. Range with full passenger load, fuel and reserves 1520km (820nm), range with a 2720kg (6000lb) payload 2040km (1100nm). 100B - Same except max cruising speed of 500km/h (270kt). 200A & 200B - Same except max cruising speed 546km/h (295kt). Initial rate of climb 1475ft/min. Range with 37 passengers 1795km (970nm).
Weights
100A - Operating empty 10,250kg (22,600lb), max takeoff 15,650kg (34,500lb). 100B - Operating empty 10,273kg (22,648lb), max takeoff 16,465kg (36,300lb). 200A & 200B - Operating empty 10,434kg (23,004lb), max takeoff 16,465kg (36,300lb).
Dimensions
Wing span 25.91m (85ft 0in), length 22.25m (73ft 0in), height 7.49m (24ft 7in). Wing area 54.4m2 (585.0sq ft).
Capacity
Flightcrew of two. Typical passenger seating for 37 at four abreast and 79cm (31in) pitch, max seating for 40.
Production
347 Dash 8-100s/-200s in service or on order at late 1998.
Source: www.airliners.net/aircraft-data/de-havilland-canada-dhc-8...
Airbus A350-941
Iberia
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
August, 2020
A day with Just Jane. An amazing experience and sounds from an aeroplane that represented this country in its hours of need if required. I believe this particular plane never saw active service during the war.
DHC-8-100/200
Details
Country of Origin
Canada
Type
Turboprop regional airliner
History
Bombardier's de Havilland Dash 8 has proven to be a popular player in the regional turboprop airliner market. De Havilland Canada began development of the Dash 8 in the late 1970s in response to what it saw as a considerable market demand for a new generation 30 to 40 seat commuter airliner. The first flight of the first of two preproduction aircraft was on June 20 1983, while Canadian certification was awarded on September 28 1984. The first customer delivery was to norOntair of Canada on October 23 1984. Like the Dash 7, the Dash 8 features a high mounted wing and Ttail, and has an advanced flight control system and large full length trailing edge flaps. Power meanwhile is supplied by two Pratt & Whitney Canada PW120 series (originally designated PT7A) turboprops. Initial Dash 8 production was of the Series 100, which was followed by the Series 100A in 1990. The 100A introduced a revised interior with extra headroom and PW120A turboprops. The Series 100B was offered from 1992 with more powerful PW121s for better climb and airfield performance. Production since switched to the improved performance Dash 8-200. Announced in 1992 and delivered from April 1995 the -200 features more powerful PW123C engines which give a 56km/h (30kt) increase in cruising speed, as well as greater commonality with the stretched Dash 8300. The 200B derivative has PW123Bs for better hot and high performance. From the second quarter of 1996 all Dash 8s delivered have been fitted with a computer controlled noise and vibration suppression system (or NVS). To reflect this the designation was changed to Dash 8Q (Q for `quiet'). In 1998 that was changed again to Dash 8 Q200 when a new interior was introduced.
Powerplants
100 - Two 1490kW (2000shp) Pratt & Whitney Canada PW120A turboprops driving four blade constant speed Hamilton Standard propellers. 100B - Two 1605kW (2150shp) PW121As. 200 - Two 1605kW (2150shp) PW123Cs in 200A, or two PW123Ds in 200B.
Performance
100A - Max cruising speed 490km/h (265kt), long range cruising speed 440km/h (237kt). Initial rate of climb 1560ft/min. Range with full passenger load, fuel and reserves 1520km (820nm), range with a 2720kg (6000lb) payload 2040km (1100nm). 100B - Same except max cruising speed of 500km/h (270kt). 200A & 200B - Same except max cruising speed 546km/h (295kt). Initial rate of climb 1475ft/min. Range with 37 passengers 1795km (970nm).
Weights
100A - Operating empty 10,250kg (22,600lb), max takeoff 15,650kg (34,500lb). 100B - Operating empty 10,273kg (22,648lb), max takeoff 16,465kg (36,300lb). 200A & 200B - Operating empty 10,434kg (23,004lb), max takeoff 16,465kg (36,300lb).
Dimensions
Wing span 25.91m (85ft 0in), length 22.25m (73ft 0in), height 7.49m (24ft 7in). Wing area 54.4m2 (585.0sq ft).
Capacity
Flightcrew of two. Typical passenger seating for 37 at four abreast and 79cm (31in) pitch, max seating for 40.
Production
347 Dash 8-100s/-200s in service or on order at late 1998.
Source: www.airliners.net/aircraft-data/de-havilland-canada-dhc-8...
Embraer 190AR
Tame
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
August, 2015
Boeing 777-206(ER)
KLM Royal Dutch Airlines
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
August, 2019
The sun is rising behind a KLM Boeing 737 at Edinburgh Airport, Scotland, with its crew preparing for the first flight of the day.
This photo was taken using an iPhone XR and post-processed in Lightroom.
Airbus A319-112
AeroGal (Avianca Ecuador)
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
February, 2016
Piedmont Airlines DHC-8
Charlotte International Airport
The early years
The city received a $200,000 grant from the Works Progress Administration in 1930 to establish Charlotte's first municipal airport. In 1936, the Charlotte Municipal Airport opened, operated by the City of Charlotte; Eastern Air Lines began scheduled passenger service in 1937. The original passenger terminal still exists at Fenway Sports Group's Boeing 727 parking area. (FSG's North American motorsport venture, Roush Fenway Racing, is based in the old terminal.)
The United States Army Air Forces took control of the airport and established Morris Field Air Base in 1941. The airfield was used by the Third Air Force for antisubmarine patrols and training.
Aerial view circa 1946
1950 to mid-1960s: into the jet age
In 1954, a 70,000-square-foot (6,500 m2) passenger terminal opened and the airport was renamed Douglas Municipal Airport in honor of former Charlotte Mayor Ben Elbert Douglas, Sr. The terminal had two floors, though passenger operations were confined to the ground floor. Ticketing and baggage claim were on each side of an open space that bisected the building from north to south, and a mezzanine restaurant and airline offices overlooked this open space. Delta Air Lines began scheduled passenger service in 1956. The OAG for April 1957 shows 57 weekday departures on Eastern, 7 Piedmont, 6 Capital, 4 Delta and 2 Southern. Nonstop flights did not reach beyond Newark, Pittsburgh, Columbus, Louisville, Birmingham, and Jacksonville.
Airport diagram for 1955
Eastern Air Lines began scheduled jet flights with the Boeing 720 in early 1962.[6] Eastern used the west pier, Piedmont and Delta the center pier, and United and Southern used the east pier.
Late 1960s to 1978: growth pre-deregulation
A major renovation project in the late 1960s expanded the facility considerably. Eastern opened a unit terminal in 1967, replacing the old west pier. This new facility had eight dedicated gates for Eastern, each with its own departure lounge, a snack bar and separate baggage claim space. Eastern passengers continued to check in at the main terminal.
In 1969, a new enclosed concourse was built parallel to the center pier. When it was completed, Piedmont, Eastern, and Delta moved in and the old center pier was demolished. The new concourse also had separate departure lounges, as well as restrooms and an enlarged baggage claim area. United's flights continued to use the east pier, with an enclosed holding room added for waiting passengers.
In 1973, Eastern added two more gates to the end of its west concourse.
1978 to 1989: becoming a major hub
After airline deregulation in 1978, passenger numbers at the terminal nearly doubled between 1978 and 1980, and a new 10,000-foot (3,000 m) parallel runway and control tower opened in 1979. The airport's master plan called for a new terminal across the runway from the existing site, with ground broken in 1979. At the time, the airport had only two concourses: one used exclusively by Eastern, and one used by other carriers, including United, Delta, Piedmont, and several commuter airlines.[7]
In 1979, Piedmont Airlines chose Charlotte as the hub for its expanding route network. To accommodate booming growth, a new 325,000-square-foot (30,200 m2) passenger terminal designed by Odell Associates opened in 1982, and the airport was renamed Charlotte Douglas International Airport.[8] Concourses B and C were expanded in 1987 and 1984 respectively, while Concourse A was built in 1986 to handle future growth[8]
In 1987 Piedmont started non-stop 767 flights to London. In the mid-1980s the old terminal site was converted to a cargo center, and the central concourse and Eastern unit terminal were removed to make way for more cargo buildings. The original main building still stands and is used for office space. The old control tower was removed in the late 1990s. In 1989 Piedmont merged with USAir; the new merged operations kept the USAir name.
1990 to 2013: the influence of US Airways
US Airways jets at CLT in 1998 in the former USAir livery
Lufthansa Airbus A340-600 on final approach to runway 18C
The central atrium of the passenger terminal building
In 1990, a new 80,000-square-foot (7,400 m2) international and commuter concourse (Concourse D) opened, and in 1991 further expansion of the central terminal building continued, reflective of USAir's dominating presence at the airport. A monumental bronze statue of Queen Charlotte of Mecklenburg-Strelitz (the namesake of the city), created by Raymond Kaskey, was placed in front of the main terminal.
In 1990, Lufthansa began Boeing 747 service to Germany; this service was, however, discontinued shortly thereafter. In 1994, British Airways began service to London via a "global alliance" with USAir. This was later discontinued, as the airlines chose different alliances (though they now are both in Oneworld). Lufthansa restarted service to Charlotte in 2003 and now operates flights between Charlotte and Munich, Germany utilizing Airbus A340-600 and Airbus A330-300 aircraft.
In 1999, plans were announced for the construction of a regional carrier concourse (present-day Concourse E) and for the expansion of Concourses A and D. This expansion was designed by The Wilson Group and LS3P Associates Ltd.[9]
In 2002, the new 32-gate Concourse E opened,[10] and US Airways began non-stop service to Belize, Freeport, Providenciales, Punta Cana, and St. Croix. The airline closed its Concourse D US Airways Club location in 2002.
In 2003, the main ticketing hall was expanded to the east, providing 13 additional ticketing counters and a new security checkpoint; Concourse D was expanded by an additional nine gates. That year, US Airways began service to Costa Rica, Mexico City, and St. Kitts.
Following the 2005 acquisition of US Airways by America West Airlines in a reverse takeover,[11] Charlotte (CLT) remained the primary domestic hub for the airline. The majority of US Airways' international routes remained at the airline's second-largest hub, Philadelphia.
Source: en.wikipedia.org/wiki/Charlotte_Douglas_International_Air...
DHC-8-100/200
Details
Country of Origin
Canada
Type
Turboprop regional airliner
History
Bombardier's de Havilland Dash 8 has proven to be a popular player in the regional turboprop airliner market. De Havilland Canada began development of the Dash 8 in the late 1970s in response to what it saw as a considerable market demand for a new generation 30 to 40 seat commuter airliner. The first flight of the first of two preproduction aircraft was on June 20 1983, while Canadian certification was awarded on September 28 1984. The first customer delivery was to norOntair of Canada on October 23 1984. Like the Dash 7, the Dash 8 features a high mounted wing and Ttail, and has an advanced flight control system and large full length trailing edge flaps. Power meanwhile is supplied by two Pratt & Whitney Canada PW120 series (originally designated PT7A) turboprops. Initial Dash 8 production was of the Series 100, which was followed by the Series 100A in 1990. The 100A introduced a revised interior with extra headroom and PW120A turboprops. The Series 100B was offered from 1992 with more powerful PW121s for better climb and airfield performance. Production since switched to the improved performance Dash 8-200. Announced in 1992 and delivered from April 1995 the -200 features more powerful PW123C engines which give a 56km/h (30kt) increase in cruising speed, as well as greater commonality with the stretched Dash 8300. The 200B derivative has PW123Bs for better hot and high performance. From the second quarter of 1996 all Dash 8s delivered have been fitted with a computer controlled noise and vibration suppression system (or NVS). To reflect this the designation was changed to Dash 8Q (Q for `quiet'). In 1998 that was changed again to Dash 8 Q200 when a new interior was introduced.
Powerplants
100 - Two 1490kW (2000shp) Pratt & Whitney Canada PW120A turboprops driving four blade constant speed Hamilton Standard propellers. 100B - Two 1605kW (2150shp) PW121As. 200 - Two 1605kW (2150shp) PW123Cs in 200A, or two PW123Ds in 200B.
Performance
100A - Max cruising speed 490km/h (265kt), long range cruising speed 440km/h (237kt). Initial rate of climb 1560ft/min. Range with full passenger load, fuel and reserves 1520km (820nm), range with a 2720kg (6000lb) payload 2040km (1100nm). 100B - Same except max cruising speed of 500km/h (270kt). 200A & 200B - Same except max cruising speed 546km/h (295kt). Initial rate of climb 1475ft/min. Range with 37 passengers 1795km (970nm).
Weights
100A - Operating empty 10,250kg (22,600lb), max takeoff 15,650kg (34,500lb). 100B - Operating empty 10,273kg (22,648lb), max takeoff 16,465kg (36,300lb). 200A & 200B - Operating empty 10,434kg (23,004lb), max takeoff 16,465kg (36,300lb).
Dimensions
Wing span 25.91m (85ft 0in), length 22.25m (73ft 0in), height 7.49m (24ft 7in). Wing area 54.4m2 (585.0sq ft).
Capacity
Flightcrew of two. Typical passenger seating for 37 at four abreast and 79cm (31in) pitch, max seating for 40.
Production
347 Dash 8-100s/-200s in service or on order at late 1998.
Source: www.airliners.net/aircraft-data/de-havilland-canada-dhc-8...
CASA C-295M
Ecuador - Air Force
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
February, 2019
Airbus A320-214
Avianca Colombia
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
May, 2021
Star Wars BB-8 on final for 28C in Chicago.
ANA (All Nippon Airways) 'BB-8' (JA789A)
Boeing 777-381/ER
MSN 40687/878
Built in 2010
Boeing 747-4EVF(ER)
Cargolux
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
August, 2019
Airbus A320-233
Tame (All You Need is Ecuador livery)
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
January, 2016
Airbus A319-132
Latam Perú
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
June, 2019
DHC-8-100/200
Details
Country of Origin
Canada
Type
Turboprop regional airliner
History
Bombardier's de Havilland Dash 8 has proven to be a popular player in the regional turboprop airliner market. De Havilland Canada began development of the Dash 8 in the late 1970s in response to what it saw as a considerable market demand for a new generation 30 to 40 seat commuter airliner. The first flight of the first of two preproduction aircraft was on June 20 1983, while Canadian certification was awarded on September 28 1984. The first customer delivery was to norOntair of Canada on October 23 1984. Like the Dash 7, the Dash 8 features a high mounted wing and Ttail, and has an advanced flight control system and large full length trailing edge flaps. Power meanwhile is supplied by two Pratt & Whitney Canada PW120 series (originally designated PT7A) turboprops. Initial Dash 8 production was of the Series 100, which was followed by the Series 100A in 1990. The 100A introduced a revised interior with extra headroom and PW120A turboprops. The Series 100B was offered from 1992 with more powerful PW121s for better climb and airfield performance. Production since switched to the improved performance Dash 8-200. Announced in 1992 and delivered from April 1995 the -200 features more powerful PW123C engines which give a 56km/h (30kt) increase in cruising speed, as well as greater commonality with the stretched Dash 8300. The 200B derivative has PW123Bs for better hot and high performance. From the second quarter of 1996 all Dash 8s delivered have been fitted with a computer controlled noise and vibration suppression system (or NVS). To reflect this the designation was changed to Dash 8Q (Q for `quiet'). In 1998 that was changed again to Dash 8 Q200 when a new interior was introduced.
Powerplants
100 - Two 1490kW (2000shp) Pratt & Whitney Canada PW120A turboprops driving four blade constant speed Hamilton Standard propellers. 100B - Two 1605kW (2150shp) PW121As. 200 - Two 1605kW (2150shp) PW123Cs in 200A, or two PW123Ds in 200B.
Performance
100A - Max cruising speed 490km/h (265kt), long range cruising speed 440km/h (237kt). Initial rate of climb 1560ft/min. Range with full passenger load, fuel and reserves 1520km (820nm), range with a 2720kg (6000lb) payload 2040km (1100nm). 100B - Same except max cruising speed of 500km/h (270kt). 200A & 200B - Same except max cruising speed 546km/h (295kt). Initial rate of climb 1475ft/min. Range with 37 passengers 1795km (970nm).
Weights
100A - Operating empty 10,250kg (22,600lb), max takeoff 15,650kg (34,500lb). 100B - Operating empty 10,273kg (22,648lb), max takeoff 16,465kg (36,300lb). 200A & 200B - Operating empty 10,434kg (23,004lb), max takeoff 16,465kg (36,300lb).
Dimensions
Wing span 25.91m (85ft 0in), length 22.25m (73ft 0in), height 7.49m (24ft 7in). Wing area 54.4m2 (585.0sq ft).
Capacity
Flightcrew of two. Typical passenger seating for 37 at four abreast and 79cm (31in) pitch, max seating for 40.
Production
347 Dash 8-100s/-200s in service or on order at late 1998.
Source: www.airliners.net/aircraft-data/de-havilland-canada-dhc-8...
Chesapeake Bay
-was formed nearly 12,000 years ago when glaciers melted and flooded the Susquehanna River valley;
-is—most historians believe—named after the Algonquin word chesepiooc, meaning "great shellfish bay;"
-is approximately 200 miles long, stretching from Havre de Grace, Maryland, to Norfolk, Virginia;
-has an average depth of 21 feet (the deepest part of the Bay, a.k.a. "The Hole," is 174 feet deep and located off of Bloody Point, southeast of
Annapolis, Maryland;
-ranges from 3.4 to 35 miles wide;
-holds more than 15 trillion gallons of water;
-supports 348 species of finfish and 173 species of shellfish;
-supports more than 3,600 species of plant and animal life, including 2,700 types of plants and more than 16 species of underwater grasses;
-is fed by 50 major tributaries (or streams and rivers) every day—the largest of these are the Susquehanna, Potomac, Rappahannock, York, and James;
-produces more than 500 millions pounds of seafood harvest each year.
Source: www.cbf.org/about-the-bay/chesapeake-bay-watershed-geogra...
Crepuscular rays
Crepuscular rays /kr?'p?skj?l?r/ (more commonly known as sunbeams, sun rays, or god rays), in atmospheric optics, are rays of sunlight that appear to radiate from the point in the sky where the sun is located. These rays, which stream through gaps in clouds (particularly stratocumulus) or between other objects, are columns of sunlit air separated by darker cloud-shadowed regions. Despite seeming to converge at a point, the rays are in fact near-parallel shafts of sunlight. Their apparent convergence is a perspective effect, similar, for example, to the way that parallel railway lines seem to converge at a point in the distance. The sun rays do converge to the sun, but the sun is much further away than the rays might make it look like.[2]
The name comes from their frequent occurrences during twilight hours (those around dawn and dusk), when the contrasts between light and dark are the most obvious. Crepuscular comes from the Latin word "crepusculum", meaning twilight.[3]
Boeing 737-852(WL)
Aeromexico
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
August, 2019
This is the final call for boarding, or perhaps just the final call before boarding.
The vast windows at Frankfurt Airport are a dream for the aviation enthusiast, whether its up close to the plane or perhaps capturing the atmosphere both sides of the window.
Feeling #retro with Yankee Tango Lufthansa retro Boeing 747.
Airbus A319-132
Latam Ecuador (La Tri nos hace volar livery)
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José JoaquÃn de Olmedo Intl. Airport (SEGU/GYE)
Guayaquil, Ecuador
January, 2022
Airbus A340-642X
Iberia
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
March, 2020
Boeing 777-206(ER)
KLM - Royal Dutch Airlines
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
July, 2021
Boeing 747-406F(ER)
KLM Cargo
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
January, 2019
Boeing 767-316F(ER)
ABSA Cargo
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Mariscal Sucre Intl. Airport (SEQM/UIO)
Quito, Ecuador
August, 2015