Flight Pan Am 812 (PA812) , operated by Pan American World Airways Boeing 707-321B registering N446PA and named Clipper Climax , is a scheduled international flight from Hong Kong to Los Angeles , California, with intermediate stops in Denpasar, Sydney, Nadi, and Honolulu. On April 22, 1974, it fell into rugged mountain terrain while preparing for the runway 09 approach to Denpasar after a 20 minute 4 hour flight from Hong Kong. The crash site is about 42.5 nautical miles (78.7 km) northwest of Ngurah Rai International Airport. Climax Climax is a jet used in the 1971 film Willy Wonka & amp; Chocolate Factory to deliver the Wonka wardrobe that is kept.
Video Pan Am Flight 812
Accident
Flight 812 is a scheduled flight from Hong Kong to Los Angeles via Bali, Sydney, Nadi, and Honolulu. The San Francisco-based cockpit consists of Captain Donald Zinke, First Officer John Schroeder, Third Officer Melvin Pratt, Flight Engineer Timothy Crowley, and Flight Engineer Edward Keating. Los Angeles-based cabin cabins are Mary Butterworth Pursers, Purser Beverly Schmitt, Anne Beran flight attendant, flight attendant Janice Fanning, Ingrid Johansson stewardess, and flight attendant Donna Kent.
Flight 812 departs Hong Kong on April 22, 1974, at 11:08 UTC. Estimated flight time to Bali is 4 hours and 23 minutes. At 15:23 UTC, Flight 812 is in the final approach to Bali. The aircraft reported reaching 2,500 feet Bali Tower gave instructions to continue the approach and report when the runway was sighted. The admission was made by Flight 812 by saying, "Check in." At 15:26 the pilot-in-command asks for visibility by calling, "Hey - Tower, what's your visibility out there right now?"
However, according to the Transcript of the voice recorder of Air Traffic Control, this message was never received by the Tower of Bali. Apparently this is the last message sent by the plane. Bali Tower keeps trying to contact the plane by calling, "Clipper eight one two, Bali Tower", and "Clipper eight one two, Bali Tower, how you read", several times. However, no response was received from the plane. Later it was discovered that the plane hit a mountain about 37 miles northwest of Bali airport.
Maps Pan Am Flight 812
Search and save
The Bali control tower immediately lost all contact with the aircraft and declared that the plane was lost. The paratroopers and Indonesian authorities were immediately deployed to the area where last contact was established by Flight 812. The last contact was established by Flight 812 at Mount Mesehe, an active volcano located near the airport.
The debris was discovered a day later by two local villagers. They reported that no one survived.
Evacuation of corpses is hampered by the crash field located in the mountains. Because the rescue location must cancel the air evacuation process. Indonesian Armed Forces officials stated that the rescue operation would take four or five days. On April 25, about 300 rescuers were deployed to the crash site. The Indonesian army declared that the evacuation process will begin on 26 April. They then added that they had found about 43 corpses.
Passengers and crew
There are 96 passengers from 9 countries in it. 70 passengers are bound for Bali. 24 to Sydney. 2 bound for Nadi. Pan Am reports that about seventy passengers are tourists who are bound for holiday in Bali.
Several memorial plaques can be found for this accident on Jl. Padang Galak, next to Pura beach, Kesiman, East Denpasar, Indonesia.
The pilot in command is 52-year-old Captain Donald Zinke. He has flown a total of 18,247 hours including 7,192 hours on Boeing 707/720 aircraft. He holds the rank of DC-4 aircraft and the Boeing 707 aircraft rankings. Co-pilot is First Officer John Schroeder. He holds a valid Boeing 707 rating and has a total flight time of 6,312 hours including 4,776 hours on Boeing 707/720 aircraft. Another pilot is Third Officer Melvin Pratt, holding a valid Commercial pilot license and current instrument ratings. At the time of the accident he had flown a total of 4,255 hours including 3,964 hours on Boeing 707/720 aircraft. The other cockpit crew members are Flight Engineer Timothy Crowley and Flight Engineer Edward Keating.
Investigation
Several eyewitnesses stated that the plane caught fire before it hit Mount Mesehe. Others claim that Captain Zinke attempted to land from the northwest, where the mountains were located, rather than the usual route (from the east). The eastern side has no steep terrain. They also stated that the plane exploded shortly after crashing into the mountain. There were also reports that the plane was spinning around during the crash. Pan American Airways later stated that they declined to comment on the cause of the accident. They stated that they would wait for the results of the investigation.
Since the aircraft was registered in the US, NTSB was asked to investigate the accident. Representatives of victims from their home countries are also called by the Government of Indonesia. The FBI was also called in to identify the victims.
The FBI established a crisis camp in a hangar in Denpasar. At that time, only 10 percent of Americans were fingerprints. The identification was then hampered by the Indonesian Government's decision to stop the identification of victims and the investigation of the accident.
The flight data recorder was recovered on July 16 and the cockpit voice recorder was discovered on July 18, 1974. The CVR recovered in good shape, while the FDR was damaged on its exterior by accident.
Inspection on Flight 812 concluded that the aircraft did not break in flight, because the plane debris was concentrated in a particular area, rather than scattered. NTSB found no engine malfunctions, and added that they found no evidence that could indicate that the plane was not feasible to fly.
Event sequence based on final report
The following sequence of events is based on the final report: The crew tries to contact Bali Air Traffic Control, but they encounter some difficulties in establishing contacts with the Bali Air Traffic Control. The first contact between the aircraft and the Tower of Bali was established at 15:06 UTC where the Tower Bali commanded Flight 812 to contact Bali Control at 128.3 MHz frequency, since the plane was still within the jurisdiction of the Bali Control. This is acknowledged by Flight 812. Furthermore, communication between aircraft and land is normal.
Captain Zinke did not have any difficulty in the approach procedure to Denpasar's Ngurah Rai Airport. The procedure states that before they can land at the airport, the flight must retain 12,000 feet and then they must execute the full ADF exemption procedure. Pilots are aware that there is a mountainous area to the north of the airport and flight level 120 will clear them from the mountain. The crew then informed the controllers of ETA Flight 812, and declared their intention to turn right within 25 miles of the beacon for the outbound trajectory at 261 degrees, down to 1,500 feet followed by a procedure to hand over water to the final approach on Runway 09.
At 15:18 UTC, the crew noted that the number one ADF "swung" while the second ADF remained stable. Seconds later, flight 812 crew reported to Bali Control that it was above a station that rolled out towards flight level 120. It was acknowledged by Bali Control and Flight 812 then instructed to move to Bali Tower. After establishing contacts with Bali Tower, Flight 812 reported that they made an exit procedure at flight level 110 and were asked for lower altitudes. They are then cleansed for lower altitudes.
The flight crew of 812 then decided to make an initial right turn at 263 degrees. The initial right-turn execution is caused by a malfunctioning ADF number, which swings. Entries are made because the crew assumes that they are approaching NDB (non-directional beacons). Researchers stated that the right turn was made at a position of about 30 NM north of the flare.
Some attempts were made to recover proper indications of the ADF after the turn, but this could not have happened because the plane was "shielded" by the mountain. The crew then continued their approach and the plane then impacted the terrain.
Conclusion
It has been determined that the premature execution of the right turn to join the 263 degree exit track, which is based on an indication given by one of the radio directional seekers while the other is still in stable condition, is the most probable cause of the accident.
Aftermath
Flight collision 812 is a wake-up call for Pan Am. Flight 812 was the third 707 lost in the Pacific in less than a year after Pan Am Flight 806 at Pago Pago on January 30, 1974 and Pan Am Flight 816 in Papeete on July 22, 1973. Following the Pan Am accident overcame the problem and pushing the initial form CRSM. Flight 812 is 707 lost after safety improvement
Due to the fall of Flight 812, the Federal Aviation Administration commands in-depth examination of worldwide aviation operations including pilot training, area qualifications, operational procedures, pilot surveillance and scheduling, line inspection procedures, and other safety related matters.. The FAA does not criticize Pan American Airways or imply unsafe operations. They estimate about 3 months of investigation time.
On May 8, 1974, Pan American Airways ordered the installation of a new cockpit warning device designed to prevent accidents such as this April 22 incident. The entire fleet of 140 aircraft under Pan Am received the device. The equipment is engineered and manufactured by Sundstrand Data Control, Inc. The ground proximity warning system provides additional indications, for example if an aircraft is heading for a mountain slope or if it is too low for a landing. This is an automatic supplement for the more conventional altitude warning system, already installed in most of the Pan Am airlines.
After the accident, Pan Am stopped their Hong Kong flight to Sydney via Bali. A monument was established by the Regent of Badung, Wayan Dana, and the Governor of Bali, Soekarmen, with the names of 107 victims written on the monument.
See also
- International Flight Invicta Airlines 435
- Flight Alitalia 404
References
External links
- Description of the crash for N446PA in Flight Safety Network
- "Pan American World Airways, Boeing 707-321C, accident in Tinga-Tinga, Bali, Indonesia, on April 22, 1974." (Report of the final crash) (Archive) March 20, 1975 - released by the Ministry of Transport, Communications and Tourism, Indonesia. - Alternate links
- "107 Terrified Dead in Bali Air Crash." Toledo Knife . Tuesday 23 April 1974. Page 1. Google News (18 of 37).
- "The Jetliner accident in Bali claimed 107 ships." The Bryan Times . Tuesday 23 April 1974. Volume 26, No. 96. Page 1. Google News (1 of 9).
- US diplomatic account on site., Association for Diplomatic Studies and Training (ADST)
- Crash site video, Associated Press
Source of the article : Wikipedia
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