Country
code

Chūbu

Crash of a Cessna 404 Titan in Nagano: 2 killed

Date & Time: Nov 15, 2007 at 1030 LT
Type of aircraft:
Operator:
Registration:
JA5257
Flight Phase:
Flight Type:
Survivors:
Yes
Site:
Schedule:
Nagoya-Nagoya
MSN:
404-0041
YOM:
1977
Location:
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Circumstances:
The twin engine aircraft left Nagoya airport at 0846LT for a photographic flight over the Nagano and Gifu district. During flight, the aircraft crashed near the summit of mount Ena. The photographer and the pilot were killed while the copilot was seriously injured. The aircraft was destroyed.

Crash of a Mitsubishi MU-2S Marquise on Mt Mikagura: 4 killed

Date & Time: Apr 14, 2005 at 1350 LT
Type of aircraft:
Operator:
Registration:
73-3229
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Niigata - Niigata
MSN:
929
YOM:
1974
Country:
Region:
Crew on board:
4
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
4
Circumstances:
Few minutes after takeoff from Niigata Airport, while flying in good weather conditions, the twin engine aircraft crashed on Mt Mikagura located about 55 km southeast of Niigata. All four crew members were killed. They were engaged in a local training mission.

Crash of a Mitsubishi MU-2S Marquise off Hamamatsu: 4 killed

Date & Time: Oct 19, 1994
Type of aircraft:
Operator:
Registration:
53-3219
Flight Phase:
Flight Type:
Survivors:
No
MSN:
919
YOM:
1974
Country:
Region:
Crew on board:
4
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
4
Circumstances:
The crew was engaged in a post maintenance test flight. En route, the copilot informed ATC about technical problems when control was lost. The aircraft entered a dive and crashed in the sea off Hamamatsu. All four crew members were killed.

Crash of an Airbus A300-622R in Nagoya: 264 killed

Date & Time: Apr 26, 1994 at 2015 LT
Type of aircraft:
Operator:
Registration:
B-1816
Survivors:
Yes
Schedule:
Taipei - Nagoya
MSN:
580
YOM:
1990
Flight number:
CI140
Country:
Region:
Crew on board:
15
Crew fatalities:
Pax on board:
256
Pax fatalities:
Other fatalities:
Total fatalities:
264
Captain / Total flying hours:
8340
Captain / Total hours on type:
1350.00
Copilot / Total flying hours:
1624
Copilot / Total hours on type:
1033
Aircraft flight hours:
8550
Aircraft flight cycles:
3910
Circumstances:
China Airlines' Flight 140 (from Taipei International Airport to Nagoya Airport), B-1816, took off from Taipei International Airport at 0853 UTC (1753 JST) on April 26, 1994 (hereinafter all times shown are Coordinated Universal Time, unless otherwise specified), canying a total of 271 persons consisting of 2 flight crew members, 13 cabin crew members and 256 passengers (including 2 infants). The flight plan of the aircraft, which had been filed to the Taiwanese civil aviation authorities, Zhongzheng International Airport Office, was as follows:
Flight rule: IFR, Aerodrome of departure: Taipei International Airport, Destination Aerodrome: Nagoya Airport, Cruising speed: 465 knots, Level: FL330, Route: A1 SUCJAKAL-KE-SIV-XMC, total estimated enroute time: 2 hours and 18 minutes, Alternate Aerodrome: Tokyo International Airport.
DFDR shows that the aircraft reached FL330 about 0914 and continued its course toward Nagoya Airport in accordance with its flight plan.
DFDR and CVR show that its flight history during approximately 30 minutes prior to the accident progressed as follows:
The aircraft which was controlled by the FIO, while cruising at FL330 was cleared at 1047:35 to descend to FL210 by the Tokyo Area Control Center and commenced descent. For about 25 minutes from a few minutes before the aircraft began its descent, the CAP briefed the F/O on approach and landing.
At 1058:18, communication was established with Nagoya Approach Control. The aircraft began to descend and decreased its speed gradually, in accordance with the clearances given by Approach Control.
At 1104:03, the aircraft was instructed by Nagoya Approach control to make a left turn to a heading of 010". Later, at 1107:14, the aircraft was cleared for ILS approach to Runway 34 and was instructed to contact Nagoya Tower. After the aircraft took off from Taipei International Airport, from 0854 when the aircraft had passed 1,000 feet pressure altitude, AP No.2 was engaged during climb, cruise and descent.
At 1107:22, when the aircraft was in the initial phase of approach to Nagoya airport, AP No. 1 was also engaged. Later, at 1111:36, both AP No. 1 and 2 were disengaged by the FIO. The aircraft passed the outer marker at 1112:19, and at 1113:39, received landing clearance from Nagoya Tower. At this time, the aircraft was reported of winds 290 degrees at 6 knots. Under manual control, the aircraft continued normal LS approach.
At 1114:05, however, while crossing approximately 1,070 feet pressure altitude, the F/O inadvertently triggered the GO lever. As a result the aircraft shifted into GO AROUND mode leading to an increase in thrust. The CAP cautioned the FIO that he had triggered the GO lever and instructed him, saying "disengage it". The aircraft leveled off for about 15 seconds at approximately 1,040 feet pressure altitude (at a point some 5.5 km from the Runway). The CAP instructed the F/O to correct the descent path which had become too high. The F/O acknowledged this. Following the instruction, the F/O applied nose down elevator input to adjust its descent path, and consequently the aircraft gradually regained its normal glide path. During this period, the CAP cautioned to the FIO twice that the aircraft was in GO AROUND Mode.
At 1114: 18, both AP No.2 and No. 1 were engaged almost simultaneously when the aircraft was flying at approximately 1,040 feet pressure altitude, a point 1.2 dots above the glide slope. Both APs were used for the next 30 seconds. There is no definite record in the CVR of either the crew expressing their intention or calling out to use the AP. For approximately 18 seconds after the AP was engaged, the THS gradually moved from -5.3" to -12.3", which is close to the maximum nose-up limit. The THS remained at -12.3" until 1115: 1 1. During this period, the elevator was continually moved in the nose-down direction. In this condition, the aircraft continued its approach, and at 1115:02, when it was passing about 510 feet pressure altitude (at a point approximately 1.8 km from the runway), the CAP, who had been informed by the FIO that the THR had been latched, told the FIO that he would take over the controls. Around this time, the THR levers had moved forward greatly, increasing EPR from about 1.0 to more than 1.5. Immediately afterwards, however, the THR levers were retarded, decreasing EPR to 1.3. In addition, the elevator was moved close to its nose-down limit when the CAP took the controls.
At 1115:11, immediately after the CAP called out "Go lever", the THR levers were moved forward greatly once again, increasing EPR to more than 1.6. The aircraft therefore began to climb steeply. The F/O reported to Nagoya Tower that the aircraft would go around, and Nagoya Tower acknowledged this. The aircraft started climbing steeply, AOA increased sharply and CAS decreased rapidly. During this period, the TI-IS decreased from -12.3" to -7.4", and SLATS/FLAPS were retracted from 30/40 to 15/15 after the F/O reported "Go Around to Nagoya Tower.
At 1115:17, the GPWS activated Mode 5 warning "Glide Slope" once, and at 1115:25, the stall warning sounded for approximately 2 seconds.
At 1115:31, after reaching about 1,730 feet pressure altitude (about 1,790 feet radio altitude), the aircraft lowered its nose and began to dive.
At 1115:37, the GPWS activated Mode 2 warning "Terrain, Terrain" once, and the stall warning sounded from 1115:40 to the time of crash.
At about 1115:45, the aircraft crashed into the landing zone close to the El taxiway. The accident occurred within the landing zone approximately 110 meters east-northeast of the center of the Runway 34 end at Nagoya Airport. It occurred at about 1115:45. Seven passengers were seriously injured and all 264 other occupants were killed.
Probable cause:
While the aircraft was making an ILS approach to Runway 34 of Nagoya Airport, under manual control by the F/O, the F/O inadvertently activated the GO lever, which changed the FD (Flight Director) to GO AROUND mode and caused a thrust increase. This made the aircraft deviate above its normal glide path. The APs were subsequently engaged, with GO AROUND mode still engaged. Under these conditions the FIO continued pushing the control wheel in accordance with the CAP'S instructions. As a result of this, the THS (Horizontal Stabilizer) moved to its full nose-up position and caused an abnormal out-of-trim situation. The crew continued approach, unaware of the abnormal situation. The AOA increased. The Alpha Floor function was activated and the pitch angle increased. It is considered that, at this time, the CAP (who had now taken the controls), judged that landing would be difficult and opted for go-around. The aircraft began to climb steeply with a high pitch angle attitude. The CAP and the FIO did not carry out an effective recovery operation, and the aircraft stalled and crashed.
The AAIC determined that the following factors, as a chain or a combination thereof, caused the accident:
1. The F/O inadvertently triggered the Go lever. It is considered that the design of the GO lever contributed to it: normal operation of the thrust lever allows the possibility of an inadvertent triggering of the GO lever.
2. The crew engaged the APs while GO AROUND mode was still engaged, and continued approach.
3. The F/O continued pushing the control wheel in accordance with the CAP'S instructions, despite its strong resistive force, in order to continue the approach.
4. The movement of the THS conflicted with that of the elevators, causing an abnormal out-of-trim situation.
5. There was no warning and recognition function to alert the crew directly and actively to the onset of the abnormal out-of-trim condition.
6. The CAP and FIO did not sufficiently understand the FD mode change and the AP override function. It is considered that unclear descriptions of the AFS (Automatic Flight System) in the FCOM (Flight Crew Operating Manual) prepared by the aircraft manufacturer contributed to this.
7. The CAP'S judgment of the flight situation while continuing approach was inadequate, control take-over was delayed, and appropriate actions were not taken.
8. The Alpha-Floor function was activated; this was incompatible with the abnormal out-of-trim situation, and generated a large pitch-up moment. This narrowed the range of selection for recovery operations and reduced the time allowance for such operations.
9. The CAP'S and F/O's awareness of the flight conditions, after the PIC took over the controls and during their recovery operation, was inadequate respectively.
10. Crew coordination between the CAP and the FiO was inadequate.
11. The modification prescribed in Service Bulletin SB A300-22-6021 had not been incorporated into the aircraft.
12. The aircraft manufacturer did not categorise the SB A300-22-602 1 as "Mandatory", which would have given it the highest priority. The airworthiness authority of the nation of design and manufacture did not issue promptly an airworthiness directive pertaining to implementation of the above SB.
Final Report:

Crash of a Cessna 421C Golden Eagle III near Wada: 4 killed

Date & Time: Jan 11, 1987 at 1440 LT
Registration:
JA5273
Flight Phase:
Flight Type:
Survivors:
No
Site:
MSN:
421C-1100
YOM:
1981
Location:
Country:
Region:
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
3
Circumstances:
En route, the right engine failed. The pilot was unable to feather the propeller and the aircraft lost height until it crashed on the slope of a mountain located west of Wada, in the prefecture of Nagano. The aircraft was destroyed and all three occupants were killed.
Probable cause:
Failure of the right engine after the piston head of the second cylinder broke in flight.
Final Report:

Crash of a Mitsubishi MU-300 Diamond 1A on Mt Kinpoku: 4 killed

Date & Time: Jul 23, 1986
Type of aircraft:
Operator:
Registration:
JA8246
Flight Type:
Survivors:
No
Site:
Schedule:
Tokyo - Niigata
MSN:
92
YOM:
1984
Country:
Region:
Crew on board:
4
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
4
Circumstances:
The crew departed Tokyo-Haneda on a training flight to Niigata. He started the descent to Niigata Airport in limited visibility due to poor weather conditions when the aircraft struck the slope of Mt Kinpoku located in the center of Sado Island, about 67 km northwest of runway 10 threshold. The aircraft was destroyed and all four crew members were killed.
Probable cause:
It was determined that the accident was the consequence of a controlled flight into terrain after the crew initiated the descent under VFR mode in IMC conditions in preparation of an ILS approach to runway 10 at Niigata Airport.

Crash of a Shin Meiwa PS-1 near Takaoka: 13 killed

Date & Time: May 17, 1978
Type of aircraft:
Operator:
Registration:
5812
Flight Phase:
Flight Type:
Survivors:
No
Site:
MSN:
1012
Location:
Country:
Region:
Crew on board:
13
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
13
Circumstances:
Crashed in unknown circumstances in a mountainous area located northwest of Takaoka. All 13 crew members were killed.

Crash of a Beechcraft H18 in Nagoya

Date & Time: Feb 14, 1971
Type of aircraft:
Operator:
Registration:
JA5164
Flight Type:
Survivors:
Yes
Schedule:
Nagoya - Nagoya
MSN:
BA-756
YOM:
1969
Location:
Country:
Region:
Crew on board:
0
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Crashed in unknown circumstances at Nagoya Airport while completing a training flight. There were no casualties.

Crash of a Boeing 707-436 on Mt Fuji: 124 killed

Date & Time: Mar 5, 1966 at 1415 LT
Type of aircraft:
Operator:
Registration:
G-APFE
Flight Phase:
Survivors:
No
Site:
Schedule:
San Francisco – Honolulu – Tokyo – Hong Kong – London
MSN:
17706
YOM:
1960
Flight number:
BA911
Location:
Country:
Region:
Crew on board:
11
Crew fatalities:
Pax on board:
113
Pax fatalities:
Other fatalities:
Total fatalities:
124
Captain / Total flying hours:
14724
Captain / Total hours on type:
2155.00
Copilot / Total flying hours:
3663
Copilot / Total hours on type:
2073
Aircraft flight hours:
19523
Aircraft flight cycles:
6744
Circumstances:
BOAC Flight 911 was a scheduled service from San Francisco (SFO) to Hong Kong (HKG) via Honolulu (HNL) and Tokyo (HND). The Boeing 707 was expected to arrive at Tokyo Airport at 16:45 on 4 March. However, due to poor meteorological conditions at Tokyo and because the precision approach radar (PAR) of the GCA was out of service, it diverted to Fukuoka (FUK) and landed there at 18:00. After staying overnight at Fukuoka, Flight 911 left for Tokyo at 11:25 and landed there at 12:43. The aircraft was prepared for the next leg to Hong Kong and a flight plan was filed for a flight in accordance with the instrument flight rules via Oshima on airway JG6 to Hong Kong at FL310. At 13:42 hours the crew contacted ATC requesting permission to start the engines and clearance for a VMC climb via Fuji-Rebel-Kushimoto. The aircraft left the ramp at 13:50. It was instructed to make "a right turn after take off", and departed Tokyo Airport at 13:58. After takeoff the aircraft flew over Gotemba City on a heading of approximately 298 deg at an altitude of approximately 4900 m and indicated airspeed of 320 to 370 knots. The aircraft, trailing white vapor, then suddenly lost altitude over the Takigahara area, and parts of the aircraft began to break away over Tsuchiyadai and Ichirimatsu. Finally over Tarobo at an altitude of approx. 2000 m, the forward fuselage broke away. The mid-aft fuselage together with the wing, making a slow flat spin to the right, crashed into a forest at the foot of Mount Fuji. The forward fuselage crashed into the forest approx. 300 m to the west of the above site and caught fire. All 124 occupants were killed.
Probable cause:
The aircraft suddenly encountered abnormally severe turbulence over Gotemba City which imposed a gust load considerably in excess of the design limit.
Final Report:

Crash of a Douglas DC-3 on Mt Nakanoone: 2 killed

Date & Time: Feb 14, 1965
Type of aircraft:
Operator:
Registration:
JA5080
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Osaka – Tokyo
MSN:
4436
YOM:
1942
Country:
Region:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
2
Circumstances:
While cruising at an altitude of 2,200 meters in marginal weather conditions, the airplane struck the slope of Mt Nakanoone located some 65 km northeast of Hamamatsu. SAR operations were conducted but eventually suspended few days as no trace of the aircraft nor the crew was found. The wreckage was found on 29 December 1966 in an isolated area. Both pilots were killed.