Japan Air Lines Flight 123 was a scheduled domestic passenger flight from Tokyo to Osaka, Japan. On August 12, 1985, the Boeing 747 flying the route suffered a severe structural failure and decompression 12 minutes into the flight. After flying under minimal control for a further 32 minutes, it crashed in the area of Mount Takamagahara, 100 kilometres (62mi; 54nmi) from Tokyo.
The aircraft, featuring a high-density seating configuration, was carrying 524 people. The crash killed all 15 crew members and 505 of the 509 passengers on board, leaving four survivors. An estimated 20 to 50 passengers survived the initial crash but died from their injuries while awaiting rescue. The crash is the deadliest single-aircraft accident in aviation history.[1]
JA8119, the aircraft involved in the accident at Haneda Airport in 1984
The Boeing 747SR-46 with registration JA8119 (serial number 20783, line number 230), was built and delivered to Japan Air Lines in 1974 (prior to their name change to "Japan Airlines"). It had accumulated slightly more than 25,000 flight hours and 18,800 cycles (one cycle consisting of takeoff, cabin pressurization, depressurization, and landing).[1]
1978 tailstrike incident
On June 2, 1978, while operating Japan Air Lines Flight 115 along the same route, JA8119 bounced heavily on landing while carrying out an instrument approach to runway 32L at Itami Airport. The pilot then excessively flared the aircraft, causing a severe tail strike on the second touchdown. Of the 394 people on board, 25 sustained injuries, 23 minor and 2 serious. The tailstrike cracked open the aft pressure bulkhead. The damage was repaired by Boeing technicians, and the aircraft was returned to service.[4][2][5] The aircraft had flown for 8,830 hours at the time.[4]:4
Crew
At the time of the accident, the aircraft was on the fifth of its six planned flights of the day.[2] The flight had 15 crew members, consisting of 3 cockpit crew and 12 cabin crew.
The cockpit crew consisted of:
CaptainMasami Takahama (高浜 雅己, Takahama Masami), aged 49, served as a training instructor for First Officer Yutaka Sasaki on the flight, supervising him while handling the radio communications,[6][7][8] and also acting as first officer. Takahama was a veteran pilot, having logged about 12,423 flight hours, including about 4,842 hours in 747s.
First Officer Yutaka Sasaki (佐々木 祐, Sasaki Yutaka), age 39, was undergoing training for promotion to captain, and flew Flight 123 as one of his final training/evaluation flights, acting as captain.[2]:14–15 He had logged about 3,963 flight hours, including about 2,665 hours in 747s.
Flight EngineerHiroshi Fukuda (福田 博, Fukuda Hiroshi), age 46, was a veteran flight engineer having logged about 9,831 flight hours, including about 3,846 hours in 747s.[2]
Passengers
Nationality
Passengers
Crew
Survivors
Total
Japan
487
15
4
502
China
1
0
0
1
West Germany
2
0
0
2
British Hong Kong
4
0
0
4
India
3
0
0
3
Italy
2
0
0
2
South Korea
3
0
0
3
United Kingdom
1
0
0
1
United States
6
0
0
6
Total (9 Nationalities)
509
15
4
524
The flight was during the Obon holiday period when many Japanese people make trips to their hometowns or to resorts.[9] Twenty-two non-Japanese were on board the flight,[10] including four residents of Hong Kong, two each from Italy and the United States, and one each from West Germany and the United Kingdom.[11] Some ostensible foreigners had dual nationality, and some of them were residents of Japan.[9]
The four survivors, all female, were seated on the left side and toward the middle of seat rows 54–60, in the rear of the aircraft.[2]:22 They were Yumi Ochiai, an off-duty flight attendant; Hiroko and Mikiko Yoshizaki, a mother and her 8-year-old daughter; and Keiko Kawakami, a 12-year-old girl who lost her parents and sister in the crash.[12] Among the victims were Japanese singer and actor Kyu Sakamoto, and banker Akihisa Yukawa, the father of violinist and composer Diana Yukawa.[13][14]
The flight connected two of the largest cities of Japan, and a number of other celebrities initially booked the flight but ultimately had either switched to another flight or used the Tokaido Shinkansen instead. These include Sanma Akashiya, Masataka Itsumi and his family, Johnny Kitagawa, and the then cast of Shōten.[15][16][17] Some members of the Shonentai were also scheduled to travel with Kitagawa but had stayed in Tokyo.[17]
The aircraft landed as JL366 at Haneda Airport in Ōta, Tokyo, Japan, from Fukuoka Airport at 5:12p.m. After almost an hour on the ground, Flight 123 pushed back from gate 18 at 6:04p.m. and took off from Runway 15L at 6:12p.m., 12 minutes behind schedule.[2]:17[7] Twelve minutes after takeoff, at 6:24p.m., at near cruising altitude over Sagami Bay3.5 miles (3.0nmi; 5.6km) east of Higashiizu, Shizuoka, the aircraft underwent rapid decompression,[2]:83 bringing down the ceiling around the rear lavatories, damaging the unpressurised fuselage aft of the plane, unseating the vertical stabilizer, and severing all four hydraulic lines. A photograph taken from the ground shows the vertical stabilizer missing.[18]
The pilots set their transponder to broadcast a distress signal. Captain Takahama contacted Tokyo Area Control Center to declare an emergency, and request a return to Haneda Airport, descending and following emergency landing vectors to Oshima. Tokyo Control approved a right-hand turn to a heading of 090° east back toward Oshima, and the aircraft entered an initial right-hand bank of 40°, several degrees greater than observed previously. Captain Takahama ordered First Officer Sasaki to reduce the bank angle,[2]:296 and expressed confusion when the aircraft did not respond to the control wheel being turned left. The flight engineer reported that hydraulic pressure was dropping. The captain repeated the order to reduce the bank angle, as the autopilot had disengaged. He ordered the first officer to bank it back, then ordered him to pull up. None of these attempted maneuvers produced a response. The pilots realised the aircraft had become virtually uncontrollable, and Captain Takahama ordered the copilot to descend.[2]:297
6:27–6:34 p.m.
Heading over the Izu Peninsula at 6:26p.m., the aircraft turned away from the Pacific Ocean and back toward the shore,[2]:150 but only turned right far enough to fly a north-westerly course. Seeing that the aircraft was still flying west away from Haneda, Tokyo Control contacted the aircraft again. After confirming that the pilots were declaring an emergency, the controller asked the nature of the emergency. At this point, hypoxia appeared to have begun setting in, as the pilots did not respond. Also, the captain and co-pilot asked the flight engineer repeatedly if hydraulic pressure had been lost, seemingly unable to comprehend it.[2]:298 Tokyo Control contacted the aircraft again and repeated the direction to descend and turn to a 90° heading to Oshima. Only then did the captain report that the aircraft had become uncontrollable. (Tokyo: "Japan Air 124 [sic] fly heading 090 radar vector to Oshima." JAL123: "But now uncontrol." Tokyo: "Uncontrol, roger understood.")[2]:299
The aircraft traversed Suruga Bay and passed over Yaizu, Shizuoka, at 6:31:02p.m.[2]:7 Tokyo Control asked if they could descend, and Captain Takahama replied that they were now descending, stating that their altitude was 24,000 feet (7,300m). Captain Takahama declined Tokyo Control's suggestion to divert to Nagoya Airport72 nautical miles (83mi; 133km) away, instead preferring to land at Haneda, which had the facilities to handle the 747.[2]:302 The flight data recorder shows that the flight did not descend, but was rising and falling uncontrollably.[2]:1–6 With the total loss of hydraulic control and non-functional control surfaces, the aircraft entered phugoid oscillations lasting about 90 seconds, in which airspeed decreased as it climbed and increased as it fell. The rise in airspeed increased the lift over the wings, resulting in the aircraft climbing and slowing down, then descending and gaining speed again. Almost immediately after the separation of the stabiliser and rudder removed the only means of damping yaw, the aircraft began to exhibit Dutch roll, simultaneously yawing right and banking left, before yawing back left and banking right. At some points the banking motion became very profound, with large arcs of around 50° in cycles of 12 seconds.[19]
Despite the complete loss of control, the pilots continued to turn the control wheel, pull on the control column, and move the rudder pedals up until the moment of the crash.[2]:7–12,128 The pilots also began efforts to establish control using differential engine thrust,[2]:19–24 as the aircraft slowly wandered back toward Haneda. Their efforts had limited success. The unpressurised aircraft rose and fell in an altitude range of 20,000–25,000 feet (6,100–7,600m) for 18 minutes, from the moment of decompression until around 6:40p.m., with the pilots seemingly unable to figure out how to descend without flight controls.[2]:1–6 This was possibly due to the effects of hypoxia at such altitudes, as the pilots seemed to have difficulty comprehending their situation as the aircraft pitched and rolled uncontrollably. The pilots possibly were focused, instead, on the cause of the explosion they had heard, and the subsequent difficulty in controlling the jet.[2]:126,137–38 The flight engineer did say they should put on their oxygen masks when word reached the cockpit that the rear-most passenger masks had stopped working. None of the pilots put on their oxygen masks, however, though the captain simply replied "yes" to both suggestions by the flight engineer to do so. The accident report indicates that the captain's disregard of the suggestion is one of several features "regarded as hypoxia-related in [the] CVR record[ing]."[2]:97 Their voices can be heard relatively clearly on the cockpit area microphone for the entire duration, until the crash, indicating that they did not put on their oxygen masks at any point in the flight.[2]:96,126
6:34–6:48 p.m.: Limited control
At 6:35p.m. the flight engineer responded to multiple (hitherto unanswered) calls from Japan Air Tokyo via the SELCAL (selective-calling) system. Having just been informed about the inoperative oxygen masks, the flight engineer voiced the (erroneous) assumption that the R-5 door was broken and informed the company that they were making an emergency descent. Japan Air Tokyo asked if they intended to return to Haneda, to which the flight engineer responded that they were making an emergency descent, and to continue to monitor them.[2]:306–07
Eventually, the pilots regained limited control of the aircraft by adjusting engine thrust. In doing so, they dampened the phugoid cycle and somewhat stabilised their altitude. However, given jet engines' inertia and the resulting response time (to changes in throttle), "[s]uppressing of Dutch roll mode by use of the differential thrust between the right and left engines is estimated practically impossible for a pilot."[2]:89 Shortly after 6:40p.m., they lowered the landing gear using the emergency extension system in an attempt to dampen the phugoid cycles and Dutch rolls further. This was somewhat successful, as the phugoid cycles were dampened almost completely, and the Dutch roll was damped significantly, but lowering the gear also decreased the directional control the pilots were getting by applying power to one side of the aircraft, and the aircrew's ability to control the aircraft deteriorated.[19]
Shortly after lowering the gear, the flight engineer asked if the speed brakes should be used, but the pilots did not acknowledge the request.[2]:310 The aircraft then began a right-hand descending 420° turn from a heading of 040° at 6:40p.m. to a heading of 100° at 6:45p.m., flying in a loop over Otsuki, due to a thrust imbalance created from having the power setting on Engine 1 (the left-most engine) higher than the other three engines.[2]:290 The aircraft also began descending from 22,400 feet (6,800m) to 17,000 feet (5,200m), as the pilots had reduced engine thrust to near idle from 6:43 to 6:48p.m. Upon descending to 13,500 feet (4,100m) at 6:45:46p.m., the pilots again reported an uncontrollable aircraft.[2]:324 At this time, the aircraft began to turn slowly to the left, while continuing to descend. The thicker air allowed the pilots more oxygen, and their hypoxia appeared to have subsided somewhat, as they were communicating more frequently.[2]:97 The pilots also appeared to be understanding how grave their situation had become, with Captain Takahama exclaiming, "This may be hopeless" at 6:46:33p.m.[2]:317 At 6:47p.m., the pilots recognised that they were beginning to turn toward the mountains. Despite efforts by the crew to get the aircraft to continue to turn right, it instead turned left, flying directly toward the mountainous terrain on a westerly heading.
Around 6:50p.m., a photographer on the ground captured a photograph of the aircraft, which showed that the vertical stabiliser was missing.[2]:108
6:48–6:55 p.m.: Final loss of control
As the aircraft continued west, it descended below 7,000 feet (2,100m) and was getting dangerously close to the mountains. Because of the thicker air at lower altitude, the cabin altitude alert momentarily turned off at this time, before resuming for the rest of the flight. The captain briefly ordered maximum engine power to attempt to get the aircraft to climb to avoid the mountains, and engine power was added abruptly at 6:48p.m., before being reduced back to near idle; then at 6:49p.m., it was ordered raised again.[2]:319 This greatly excited the phugoid motion,[2]:291 and the aircraft pitched up, before pitching back down after power was reduced. When power was added again, the aircraft rapidly pitched up to 40°, and the airspeed dropped down to 108 knots (200km/h; 124mph) at 6:49:30p.m.,[2]:1–6,291 briefly stalling at 9,000 feet (2,700m). The captain immediately ordered maximum power at 6:49:40p.m. as the stick shaker sounded.[2]:320 The aircraft's airspeed increased as it was brought into an unsteady climb. Possibly in order to prevent another stall, at 6:51p.m., the captain lowered the flaps to 5 units—due to the lack of hydraulics, using an alternate electrical system—in an additional attempt to exert control over the stricken jet. It took 3 minutes and 10 seconds for the trailing edge flaps to reach 5 units. The leading edge flaps except for the left and right outer groups were also extended and the extension was completed at 6:52:39p.m.[2]:291[19] From 6:49:03 to 6:52:11p.m., Japan Air Tokyo attempted to call the aircraft again via the SELCAL radio system. During the entire period, the SELCAL alarm continued to ring,[2]:320–23 to which the pilots did not react.
The aircraft reached 13,000 feet (4,000m) at 6:53p.m., when the captain reported an uncontrollable aircraft for the third time. Shortly afterward, the controller asked the crew to switch the radio frequency to 119.7 for Tokyo Approach. Although the pilots did not acknowledge the request over the radio, they switched frequencies as instructed. Tokyo Approach then contacted the flight via the SELCAL system, briefly activating the corresponding alarm again until the flight engineer responded. At this point, the flight crew requested to be given their position, which, at 6:54p.m., was reported to the flight as 45nmi (83km) northwest of Haneda, and 25nmi (46km) west of Kumagaya. At 6:55p.m., the captain requested flap extension, and the co-pilot called out a flap extension to 10 units, but the flaps had already extended past 5 units at 6:54:30p.m. and had reached 20 units 1 minute and 2 seconds later.[2]:291 Meanwhile, the aircraft had started banking abnormally toward the right; this might have been most likely due to an imbalance in the lift generated by the left and right flaps.[2]:90 Power was increased at the same time. While the flaps continued to extend, a differential thrust setting caused engine power on the left side to be slightly higher than on the right side, adding to the roll to the right.[2]:291–92
One minute later, the flaps were extended to about 25 units, the bank angle exceeded 60°, and the nose began to drop.[2]:292 Captain Takahama immediately ordered the flaps to be retracted[2]:326 and power was added abruptly, but still with higher power settings on the left engines than on the right.[2]:292 The asymmetric thrust settings continued to increase as the bank angle continued and exceeded 80°.[2]:90 The captain was heard on the CVR desperately requesting for the flaps to be retracted and for more power to be applied in a last-ditch effort to raise the nose.[20][2]:326–27 The aircraft continued an unrecoverable right-hand descent toward the mountains as the bank angle recovered to about 70° and engines were pushed to full power, during which the ground proximity warning system sounded.[2]:292
In the final moments, as the airspeed exceeded 340 knots (630km/h; 390mph), the pitch attitude leveled out and the aircraft ceased descending, with the aircraft and passengers/crew being subjected to 3 g of upward vertical acceleration.[2]:292
6:56 p.m.: Impact
Wreckage at the crash site
The aircraft was still in a 40° right-hand bank when the right-most (#4) engine struck the trees on top of a ridge located 1.4 kilometres (0.87mi) north-northwest of Mount Mikuni at an elevation of 1,530 metres (5,020ft), which can be heard on the CVR recording. The backward shock of the impact, measuring 0.14 g, in addition to causing the loss of the thrust of the 4th engine, caused the aircraft to roll sharply to the right and the nose to drop again. The aircraft continued on this trajectory for 3 seconds until the right wing clipped another ridge containing a "U-shaped ditch" 520 metres (1,710ft) west-northwest of the previous ridge at an elevation of 1,610 metres (5,280ft). It is speculated that this impact separated the remainder of the weakened tail from the airframe, along with the outer third of the right wing, and the remaining three engines, which were "dispersed 500–700 metres (1,600–2,300ft) ahead".[2]:19,91 After this impact, the aircraft flipped on its back, struck another ridge 570 metres (1,870ft) northwest from the second ridge, near Mount Takamagahara, and exploded.
The impact registered on a seismometer located in the Shin-Etsu Earthquake Observatory at Tokyo University from 6:56:27p.m. as a small shock, to 6:56:32p.m. as a larger shock, believed to have been caused by the final crash. The shockwaves took an estimated 2.0–2.3 seconds to reach the seismometer, making the estimated time of the final crash 6:56:30p.m.[2]:108–09 Thus, 32 minutes had elapsed from the bulkhead failure to the crash.[2]:123,127[12]
Crash site
The aircraft crashed at an elevation of 1,565 metres (5,135ft) in Sector 76, State Forest, 3577 Aza Hontani, Ouaza Narahara, Ueno Village, Tano District, Gunma Prefecture. The east-west ridge is about 2.5 kilometres (8,200ft) north-northwest of Mount Mikuni.[2] Ed Magnuson of Time magazine said that the area where the aircraft crashed was referred to as the "Tibet" of Gunma Prefecture.[7]
A United States Air Force navigator stationed at Yokota Air Base published an account in 1995, stating that the U.S. military had monitored the distress calls and prepared a search-and-rescue operation that was aborted at the call of Japanese authorities. A U.S. Air Force C-130 crew was the first to spot the crash site 20 minutes after impact, while it was still daylight, and radioed the location to the Japanese and Yokota Air Base, where an Iroquois helicopter was dispatched.[21] An article in the Pacific Stars and Stripes from 1985 stated that personnel at Yokota were on standby to help with rescue operations, but were never called by the Japanese government.[22]
A JSDF helicopter later spotted the wreck after nightfall. Poor visibility and the difficult mountainous terrain prevented it from landing at the site. The pilot reported from the air no signs of survivors. Based on this report, JSDF personnel on the ground did not set out to the site on the night of the crash. Instead, they were dispatched to spend the night at a makeshift village erecting tents, constructing helicopter landing ramps, and engaging in other preparations, 63 kilometres (39 miles) from the crash site. Rescue teams set out for the site the following morning. Medical staff later found bodies with injuries suggesting that people had survived the crash only to die from shock, exposure overnight in the mountains, or injuries that, if tended to earlier, would not have been fatal.[19] One doctor said, "If the discovery had come 10 hours earlier, we could have found more survivors."[7]
One of the four survivors, off-duty Japan Air Lines flight purserYumi Ochiai (落合 由美, Ochiai Yumi) recounted from her hospital bed that she recalled bright lights and the sound of helicopter rotors shortly after she awoke amid the wreckage, and while she could hear screaming and moaning from other survivors, these sounds gradually died away during the night.[19]
Correct (top) and incorrect (bottom) splice plate installations
The aircraft was involved in a tailstrike incident at Osaka International Airport seven years earlier as JAL Flight 115, which damaged the aircraft's aft pressure bulkhead.
The subsequent repair of the bulkhead did not conform to Boeing's approved repair methods. For reinforcing a damaged bulkhead, Boeing's repair procedure calls for one continuous splice plate with three rows of rivets.[23] The Boeing repair technicians, however, had used two splice plates parallel to the stress crack.[24][3] Cutting the plate in this manner negated the effectiveness of the row of rivets, reducing the part's resistance to fatigue cracking to about 70% of that for a correct repair. The post-repair inspection by JAL did not discover the defect, as it was covered by overlapping plates.[2][3][25] During the investigation, the Accident Investigation Commission calculated that this incorrect installation would fail after about 11,000 pressurization cycles; the aircraft accomplished 12,318 successful flights from the time that the faulty repair was made to when the crash happened.[2]:101–05
Consequently, after repeated pressurization cycles during normal flight, the bulkhead gradually started to crack near the row of rivets holding it together. When it finally failed, the resulting rapid decompression ruptured the lines of all four hydraulic systems and ejected the vertical stabiliser. With many of the aircraft's flight controls disabled, the aircraft became uncontrollable.[2]:128
In an unrelated incident on 19 August 1982, while under the control of the first officer, JA8119 suffered a runway strike of the No. 4 engine on landing at Chitose Air Base in poor visibility. This was repaired successfully and the aircraft again returned to service. This incident did not contribute to the Flight 123 accident.[2]:102
The Japanese public's confidence in Japan Air Lines took a dramatic downturn in the wake of the disaster, with passenger numbers on domestic routes dropping by one-third. Rumors persisted that Boeing had admitted fault to cover up shortcomings in the airline's inspection procedures, thereby protecting the reputation of a major customer.[19] In the months after the crash, domestic air traffic decreased by as much as 25%. In 1986, for the first time in a decade, fewer passengers boarded JAL's overseas flights during the New Year period than the previous year. Some of them considered switching to All Nippon Airways, JAL's main competitor, as a safer alternative.[26]
JAL paid ¥780 million (US$7.6 million) to the victims' relatives in the form of "condolence money" without admitting liability. JAL president Yasumoto Takagi resigned.[19] In the aftermath of the incident, Hiroo Tominaga, a JAL maintenance manager, died from suicide intended to atone for the incident,[27] as did Susumu Tajima, an engineer who had inspected and cleared the aircraft as flightworthy, whose suicide note cited "work problems".[28] In the end, JAL, Boeing, and the Japanese government paid substantial compensation to the victims' families.[29]
In compliance with standard procedures, JAL retired flight number 123 for their Haneda-Itami routes, changing it to Flight 121 and Flight 127 on September 1, 1985. While Boeing 747s were still used on the same route operating with the new flight numbers in the years following the crash, they were replaced by the Boeing 767 or Boeing 777 in the mid-1990s. Boeing 747-100SRs continued to serve JAL on domestic routes until their retirement in 2006, having been replaced by newer widebody aircraft, such as the Boeing 747-400D and Boeing 777, introduced during the 1990s and early 2000s. Boeing 747 operations at JAL ended in 2011 when the last 747-400 was returned to the lessor as part of the airline's efforts to cut costs, with twin-engined widebodies such as the Boeing 767, Boeing 787 Dreamliner, and Airbus A350 operating these routes today.[citation needed]
This would not be the only time that a 747 crashed due to faulty repair work following a tailstrike. In May 2002, 17 years after Flight 123's crash and 22 years after the accident aircraft's repair, China Airlines Flight 611 from Taipei to Hong Kong with 225 people on board crashed with no survivors when it broke up while cruising at around 35,000 feet. Like Flight 123, a doubler plate was not installed based upon Boeing standards.
In 2009, stairs with a handrail were installed to facilitate visitors' access to the crash site. On August 12, 2010, for the 25th anniversary of the accident, Japan Land, Infrastructure, Transport, and Tourism MinisterSeiji Maehara visited the site to remember the victims.[30] Families of the victims, together with local volunteer groups, hold an annual memorial gathering every August 12 near the crash site in Gunma Prefecture.[31]
The crash led to the 2006 opening of the Safety Promotion Center,[32][33] which is located on the grounds of Haneda Airport.[34] This center was created for training purposes to alert employees to the importance of airline safety and their responsibility to ensure safety. The center has displays regarding aviation safety, the history of the crash, and selected pieces of the aircraft and passenger effects (including handwritten farewell notes). It is open to the public by appointment made between one day and two months before the visit.[35]
The captain's daughter, Yoko Takahama, who was a high-school student at the time of the crash, went on to become a JAL flight attendant.[36]
On June 24, 2022, an oxygen mask belonging to Flight 123 was found near the crash site during road repair work. The discovery came nearly a year after engine parts were also found in the same area.[37]
In popular culture
The events of Flight 123 were featured in "Out of Control", a season-three (2005) episode of the Canadian TV series Mayday,[38] which is entitled Air Emergency and Air Disasters in the U.S., and Air Crash Investigation in the UK and elsewhere around the world. The dramatization was broadcast with the title "Osutaka-no-One (御巣鷹の尾根)"(translation: Osutaka Ridge) in Japan. The flight was also included in a Maydayseason-six (2007) Science of Disaster special, entitled "Fatal Flaw",[39] which was broadcast with the title "Fatal Fix" in the United Kingdom, Australia, and Asia. The crash was covered again in season 23 of Mayday, in the episode titled "Pressure Point".[40]
It is featured in season 1, episode 2, of the TV show Why Planes Crash, in an episode called "Breaking Point".
The documentary series Aircrash Confidential featured the crash in a second-season episode titled "Poor Maintenance", which first aired on March 15, 2012, on the Discovery Channel in the United Kingdom.[41][42]
Seventeen (titled in Japanese as Climber's High) the best-selling novel by Hideo Yokoyama, revolves around the reporting of the crash at the fictional newspaper Kita-Kanto Shimbun. Yokoyama was a journalist at the Jōmō Shimbun at the time of the crash. A film released in 2008, and also titled Climber's High, is based on the novel.[43]
In 2009, the film Shizumanu Taiyō, starring Ken Watanabe, was released for national distribution in Japan. The film gives a semifictional account of the internal airline corporate disputes and politics surrounding the crash. The film does not mention Japanese Air Lines by name, using the name "National Airlines", instead. JAL not only refused to co-operate with the making of the film,[44] but also bitterly criticised the film, saying that it "not only damages public trust in the company but [also] could lead to a loss of customers."[45] The movie features music by Diana Yukawa, whose father was one of the victims of this disaster.
The cockpit voice recording of the incident was incorporated into the script of a 1999 play called Charlie Victor Romeo.[46]
The 2004 album Reise, Reise by German Neue Deutsche Härte band Rammstein is loosely inspired by the crash. The final moments of the cockpit voice recording are hidden in the pregap of the first track on some CD pressings of the album.[47]
On July 23, 1999, an All Nippon Airways Boeing 747-481D with 503 passengers on Flight 61, including 14 children and 14 crew members on board, took off from Tokyo Haneda Airport in Ōta, Tokyo, Japan and was en route to New Chitose Airport in Chitose, Japan, near Sapporo when it was hijacked by Yūji Nishizawa.
China Airlines Flight 611 was a regularly scheduled passenger flight from Chiang Kai-shek International Airport in Taiwan to Hong Kong International Airport in Hong Kong.
JALways Co., Ltd. (JAZ), formerly Japan Air Charter Co., Ltd., was an international airline registered in Shinagawa, Tokyo, Japan, with its headquarters and its main hub at Narita International Airport. The airline had a secondary hub at Osaka's Kansai International Airport. Its operations included scheduled and non-scheduled international passenger services to 15 high-density low yield tourist destinations in nine countries using a fleet of Boeing only aircraft wet-leased from Japan Airlines.
Japan Air Lines Flight 350 was a McDonnell Douglas DC-8-61, registered JA8061, on a domestic scheduled passenger flight from Fukuoka, Fukuoka Prefecture, to Tokyo in Japan. The airplane crashed 9 February 1982 on approach to Haneda Airport in Tokyo Bay, resulting in 24 fatalities. Flight 350 was the first crash for Japan Air Lines in the 1980s. The investigation traced the cause of the crash to the deliberate actions of the captain.
In aviation, a tailstrike or tail strike occurs when the tail or empennage of an aircraft strikes the ground or other stationary object. This can happen with a fixed-wing aircraft with tricycle undercarriage, in both takeoff where the pilot rotates the nose up too rapidly, or in landing where the pilot raises the nose too sharply during final approach, often in attempting to land too near the runway threshold. It can also happen during helicopter operations close to the ground, when the tail inadvertently strikes an obstacle.
The article describes accidents and incidents on Korean Air and its predecessor companies Korean National Airlines and Korean Air Lines.
All Nippon Airways (ANA) Flight 60 was a Boeing 727-81 aircraft making a domestic commercial flight in Japan from Sapporo Chitose Airport to Tokyo Haneda International Airport. On February 4, 1966, all 133 people on board died when the plane mysteriously crashed into Tokyo Bay about 10.4 km from Haneda in clear weather conditions while on a night approach. The accident was the worst involving a single aircraft in Japan and also the deadliest accident in the country until All Nippon Airways Flight 58 crashed five years later, killing 162 people.
On March 4, 1966, Canadian Pacific Air Lines Flight 402 (CP402) struck the approach lights and a seawall during a night landing attempt in poor visibility at Haneda Airport in Tokyo, Japan. Of the 62 passengers and 10 crew, only 8 passengers survived.
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The Japan Airlines Safety Promotion Center is a museum and educational center operated by Japan Airlines to promote airline safety. It is located on the grounds of Tokyo International Airport in Ota, Tokyo, Japan. The center estimates that its facility is within two minutes walking distance from the Tokyo Monorail Shin Seibijō Station.
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Haneda Airport, sometimes referred to as Tokyo-Haneda, is the busier of the two international airports serving the Greater Tokyo Area, the other one being Narita International Airport (NRT). It serves as the primary domestic base of Japan's two largest airlines, Japan Airlines and All Nippon Airways, as well as RegionalPlus Wings Corp., Skymark Airlines, and StarFlyer. It is located in Ōta, Tokyo, 15 kilometers (9.3 mi) south of Tokyo Station. The facility covers 1,522 hectares of land.
Osaka International Airport, often referred to as Itami Airport, is the primary regional airport for the Kansai region of Japan, including the major cities of Osaka, Kyoto, and Kobe. It is the airport closest to Kyoto, 36 km (22 mi) southwest of Kyoto Station. Itami Airport has a small footprint, covering only 311 hectares of land.
Japan Air Lines Flight 715 was an airplane that crashed in Malaysia on 27 September 1977. It was a McDonnell Douglas DC-8, registration JA8051, on a flight from Haneda Airport in Tokyo, Japan, to Singapore International Airport in Singapore, with stopovers at Kai Tak Airport in Kowloon Bay, Hong Kong, and Sultan Abdul Aziz Shah Airport in Subang, Malaysia. Ten crew and 69 passengers were on board. It was the second-deadliest aviation disaster to occur in Malaysia at the time.
In aeronautics, loss of control (LOC) is the unintended departure of an aircraft from controlled flight and is a significant factor in several aviation accidents worldwide. In 2015 it was the leading cause of general aviation accidents. Loss of control may be the result of mechanical failure, external disturbances, aircraft upset conditions, or inappropriate crew actions or responses.
Japan Air Lines Cargo Flight 1045 was a charter flight on January 13, 1977, from Grant County, Washington, to Tokyo, Japan, with a stopover in Anchorage, Alaska. The flight crashed during the initial climb shortly after takeoff from Anchorage, in part because the captain, Hugh L. Marsh, was intoxicated as shown by a blood alcohol level of 0.29; the co-pilot and the other crew were not impaired. All of those on board, including three flight crew members, were killed in the crash.
Japan Air Lines Cargo Flight 46E was a scheduled cargo flight on 31 March 1993, operated by Evergreen International Airlines, on behalf of Japan Air Lines, from Anchorage International Airport, in Anchorage, Alaska, to O'Hare International Airport, in Chicago. After departure, while climbing through 2,000 feet, the pylon for engine two detached, causing the whole engine to fall off the wing. The pilots managed to land the 747 back at Anchorage without further incident.
On 2 January 2024, a runway collision occurred at Haneda Airport in Tokyo, Japan, involving an Airbus A350-900, operating Japan Airlines Flight 516 (JAL516), and a De Havilland Canada Dash 8-Q300 operated by the Japan Coast Guard (JA722A). Japan Airlines Flight 516 was a scheduled domestic passenger flight from New Chitose Airport near Sapporo, Japan, to Haneda Airport in Tokyo. The Coast Guard plane was scheduled to deliver relief supplies a day after the 2024 Noto earthquake.
1 2 "日本航空(株)所属 ボーイング式747SR-100型 JA8119に関する航空事故報告書"[Aviation accident report for Boeing 747SR-100 JA8119 belonging to Japan Air Lines Co., Ltd.](PDF) (in Japanese). Aircraft Accident Investigation Commission. December 14, 1978. Archived(PDF) from the original on August 28, 2021. Retrieved May 27, 2020.
↑ Moosa, Eugene (August 13, 1985). "Jet Crash Kills Over 500 In Mountains of Japan". The Schenectady Gazette. Vol.91, no.271. Associated Press. p.5. Archived from the original on November 22, 2021. Retrieved August 24, 2013– via Google News. JAL spokesman Geoffrey Tudor said two Americans were on the passenger list." and "JAL released a passenger list that included 21 non-Japanese names, and Tudor said there were two Americans, two Italians, one Briton, one West German, and four Chinese residents of Hong Kong.
↑ "【日航機墜落３０年】難を逃れた芸能人たち さんまがＩＭＡＬＵに込めた思い"[[30 years since the Japan Airlines crash] Celebrities who escaped disaster: Sanma's thoughts on IMALU]. Tokyo Sports WEB (in Japanese). August 13, 2015. Archived from the original on January 26, 2023. Retrieved January 26, 2023.
1 2 Tomoaki, Ishii (July 18, 2019). "ジャニー列伝（７） 「日航機」搭乗予定が…"[Johnny Legends (7) "JAL Flight" Plane…]. Chunichi Sports (in Japanese). Archived from the original on July 18, 2019. Retrieved January 26, 2023.
↑ 日航機事故28年、遺族ら灯籠流し 墜落現場の麓で[Japan Air Lines accident 28 years, bereaved family lanterns sink at the fall site]. Kyodo News (in Japanese). August 11, 2013. Archived from the original on August 13, 2013. Retrieved August 12, 2013.
↑ 日航機墜落３０年 機長の長女はいま…[Nikko Aircraft Crash 30 years The eldest daughter of the captain is now...]. livedoor News (in Japanese). Nippon Television News 24. August 12, 2015. Archived from the original on June 20, 2017. Retrieved August 12, 2015.
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