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Coordinates: 35°14′43″N 136°55′56″E / 35.2453°N 136.9323°E / 35.2453; 136.9323
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== Accident ==
== Accident ==
[[File:China Airlines Flight 140 EN.svg|thumb|Flight 140 seat map]]
[[File:China Airlines Flight 140 EN.svg|thumb|Flight 140 seat map]]
The flight took off from [[Taiwan Taoyuan International Airport|Chiang Kai-shek International Airport]] at 16:53 [[Time in Taiwan|Taiwan Standard Time]] bound for [[Nagoya Airfield|Nagoya Airport]]. At the controls were Captain Wang Lo-chi ({{zh|t=王樂琦 |p=Wáng Lèqí}}), age 42, and First Officer Chuang Meng-jung ({{zh|t=莊孟容|p=Zhuāng Mèngróng|labels=no}}), age 26.<ref group="note">Captain Wang had joined China Airlines in 1989 and had logged a total of 8,340 flight hours, including 1,350 hours on the Airbus A300. First officer Chuang had joined the airline in 1990 and had 1,624 flight hours, 1,033 of them on the Airbus A300.{{rp|13–14}}</ref><ref name="AAIC" />{{rp|13–14}}<ref>{{cite news|last=Landers|first=Peter|url=http://www.chron.com/CDA/archives/archive.mpl?id=1994_1199240|title='It's over, it's over'/Recorder details cockpit panic aboard doomed plane|date=1 May 1994|work=[[Houston Chronicle]]|access-date=25 April 2013|url-status=dead|archive-url=https://web.archive.org/web/20110521220325/http://www.chron.com/CDA/archives/archive.mpl?id=1994_1199240|archive-date=2011-05-21|agency=Associated Press|page=A30}}</ref><ref>"[http://www.libertytimes.com.tw/2001/new/apl/10/today-c10.htm 華航名古屋空難 四人獲不起訴] {{Webarchive|url=https://web.archive.org/web/20070915202448/http://www.libertytimes.com.tw/2001/new/apl/10/today-c10.htm |date=15 September 2007}}." [China Airlines Nagoya air crash four people were not charged] (in Chinese) ''[[Liberty Times]]''. Tuesday 10 April 2001 (90th year of the Republic, 中華民國90年4月10日 星期二). Retrieved on 25 July 2012.</ref> The en-route flight was uneventful; the descent started at 19:47 and the aircraft passed the [[Marker beacon|outer marker]] at 20:12. Just {{convert|3|nmi|mi km|abbr=}} from the runway threshold at {{convert|1000|ft|m}} [[Height above ground level|above ground level]] (AGL), the [[first officer (aeronautics)|first officer]] (co-pilot) inadvertently selected the [[Takeoff/go-around switch|takeoff/go-around setting]] (also known as a TO/GA), which tells the [[autopilot]] to increase the throttles to take off/go-around power.<ref name="autogenerated1">{{cite web |url=http://sunnyday.mit.edu/accidents/nag-4-7.html |title=Nagoya A300 Accident Report |publisher=Sunnyday.mit.edu |access-date=26 April 2013 |archive-url=https://web.archive.org/web/20180708104715/http://sunnyday.mit.edu/accidents/nag-4-7.html |archive-date=8 July 2018 |url-status=dead }}</ref><ref name="AAIC">{{Cite web|url=http://www.mlit.go.jp/jtsb/eng-air_report/B1816.pdf|title=AIRCRAFT ACCIDENT INVESTIGATION REPORT, China Airlines, Airbus A300B4-622R, B-1816, Nagoya Airport, April 26, 1994|date=1996-07-19|publisher=[[Aircraft Accident Investigation Commission]]|url-status=dead|archive-url=https://web.archive.org/web/20110724030358/http://www.mlit.go.jp/jtsb/eng-air_report/B1816.pdf|archive-date=24 July 2011|access-date=2020-04-28}}</ref>
The flight took off from [[Taiwan Taoyuan International Airport|Chiang Kai-shek International Airport]] at 16:53 [[Time in Taiwan|Taiwan Standard Time]] bound for [[Nagoya Airfield|Nagoya Airport]]. At the controls were Captain Wang Lo-chi and Copilot Sami Tamer Elayyen ({{zh|t=王樂琦 |p=Wáng Lèqí}}), age 42, and First Officer Chuang Meng-jung ({{zh|t=莊孟容|p=Zhuāng Mèngróng|labels=no}}), age 26.<ref group="note">Captain Wang had joined China Airlines in 1989 and had logged a total of 8,340 flight hours, including 1,350 hours on the Airbus A300. First officer Chuang had joined the airline in 1990 and had 1,624 flight hours, 1,033 of them on the Airbus A300.{{rp|13–14}}</ref><ref name="AAIC" />{{rp|13–14}}<ref>{{cite news|last=Landers|first=Peter|url=http://www.chron.com/CDA/archives/archive.mpl?id=1994_1199240|title='It's over, it's over'/Recorder details cockpit panic aboard doomed plane|date=1 May 1994|work=[[Houston Chronicle]]|access-date=25 April 2013|url-status=dead|archive-url=https://web.archive.org/web/20110521220325/http://www.chron.com/CDA/archives/archive.mpl?id=1994_1199240|archive-date=2011-05-21|agency=Associated Press|page=A30}}</ref><ref>"[http://www.libertytimes.com.tw/2001/new/apl/10/today-c10.htm 華航名古屋空難 四人獲不起訴] {{Webarchive|url=https://web.archive.org/web/20070915202448/http://www.libertytimes.com.tw/2001/new/apl/10/today-c10.htm |date=15 September 2007}}." [China Airlines Nagoya air crash four people were not charged] (in Chinese) ''[[Liberty Times]]''. Tuesday 10 April 2001 (90th year of the Republic, 中華民國90年4月10日 星期二). Retrieved on 25 July 2012.</ref> The en-route flight was uneventful; the descent started at 19:47 and the aircraft passed the [[Marker beacon|outer marker]] at 20:12. Just {{convert|3|nmi|mi km|abbr=}} from the runway threshold at {{convert|1000|ft|m}} [[Height above ground level|above ground level]] (AGL), the [[first officer (aeronautics)|first officer]] (co-pilot) inadvertently selected the [[Takeoff/go-around switch|takeoff/go-around setting]] (also known as a TO/GA), which tells the [[autopilot]] to increase the throttles to take off/go-around power.<ref name="autogenerated1">{{cite web |url=http://sunnyday.mit.edu/accidents/nag-4-7.html |title=Nagoya A300 Accident Report |publisher=Sunnyday.mit.edu |access-date=26 April 2013 |archive-url=https://web.archive.org/web/20180708104715/http://sunnyday.mit.edu/accidents/nag-4-7.html |archive-date=8 July 2018 |url-status=dead }}</ref><ref name="AAIC">{{Cite web|url=http://www.mlit.go.jp/jtsb/eng-air_report/B1816.pdf|title=AIRCRAFT ACCIDENT INVESTIGATION REPORT, China Airlines, Airbus A300B4-622R, B-1816, Nagoya Airport, April 26, 1994|date=1996-07-19|publisher=[[Aircraft Accident Investigation Commission]]|url-status=dead|archive-url=https://web.archive.org/web/20110724030358/http://www.mlit.go.jp/jtsb/eng-air_report/B1816.pdf|archive-date=24 July 2011|access-date=2020-04-28}}</ref>


[[File:China Airlines Flight 140 Site Where the Accident Occurred and Its Vicinity.png|thumb|The crash site of Flight 140]]
[[File:China Airlines Flight 140 Site Where the Accident Occurred and Its Vicinity.png|thumb|The crash site of Flight 140]]

Revision as of 18:24, 26 April 2024

China Airlines Flight 140
B-1816, the aircraft involved, seen at Nagoya International Airport, where the accident happened, a year before the crash
Accident
Date26 April 1994 (1994-04-26)
SummaryStalled and crashed on approach
SiteNagoya Airport, Nagoya, Japan
35°14′43″N 136°55′56″E / 35.2453°N 136.9323°E / 35.2453; 136.9323
Aircraft
Aircraft typeAirbus A300B4-622R
OperatorChina Airlines
IATA flight No.CI140
ICAO flight No.CAL140
Call signDYNASTY 140
RegistrationB-1816
Flight originChiang Kai-Shek International Airport, Taiwan
DestinationNagoya Airport
Occupants271
Passengers256
Crew15
Fatalities264
Injuries7
Survivors7

China Airlines Flight 140 was a regularly scheduled passenger flight from Chiang Kai-shek International Airport (serving Taipei, Taiwan) to Nagoya Airport in Nagoya, Japan.[note 1]

On 26 April 1994, the Airbus A300 serving the route was completing a routine flight and approach, when, just seconds before landing at Nagoya Airport, the takeoff/go-around setting (TO/GA) was inadvertently triggered. The pilots attempted to pitch the aircraft down while the autopilot, which was not disabled, was pitching the aircraft up. The aircraft ultimately stalled and crashed into the ground, killing 264 of the 271 persons on board. The event remains the deadliest accident in the history of China Airlines, the second deadliest air crash in Japanese history after Japan Air Lines Flight 123, and the third deadliest air crash involving the Airbus A300.[1][2][3]

Aircraft

The aircraft involved, registered as B-1816, manufacturer serial number 580. It had its maiden flight on 30 October 1990 and was delivered to China Airlines on 2 February 1991. The aircraft was equipped with two Pratt & Whitney PW4158 engines.[4][5]

Accident

Flight 140 seat map

The flight took off from Chiang Kai-shek International Airport at 16:53 Taiwan Standard Time bound for Nagoya Airport. At the controls were Captain Wang Lo-chi and Copilot Sami Tamer Elayyen (Chinese: 王樂琦; pinyin: Wáng Lèqí), age 42, and First Officer Chuang Meng-jung (莊孟容; Zhuāng Mèngróng), age 26.[note 2][6]: 13–14 [7][8] The en-route flight was uneventful; the descent started at 19:47 and the aircraft passed the outer marker at 20:12. Just 3 nautical miles (3.5 mi; 5.6 km) from the runway threshold at 1,000 feet (300 m) above ground level (AGL), the first officer (co-pilot) inadvertently selected the takeoff/go-around setting (also known as a TO/GA), which tells the autopilot to increase the throttles to take off/go-around power.[9][6]

The crash site of Flight 140

The crew attempted to correct the situation, manually reducing the throttles and pushing the yoke forward. However, they did not disconnect the autopilot, which was still acting on the inadvertent go-around command it had been given, so it increased its own efforts to overcome the action of the pilot. The autopilot followed its procedures and moved the horizontal stabilizer to its full nose-up position. The pilots, realizing the landing must be aborted and not understanding that the TO/GA was still engaged, then knowingly executed a manual go-around, pulling back on the yoke and adding to the nose-up attitude that the autopilot was already trying to execute. The aircraft levelled off for about 15 seconds and continued descending until about 500 feet (150 m) where there were two bursts of thrust applied in quick succession and the aircraft was nose up in a steep climb. The resulting extreme nose-up attitude, combined with decreasing relative airspeed due to insufficient thrust, resulted in an aerodynamic stall. Airspeed dropped quickly, the aircraft stalled and struck the ground at 20:15:45.[9] 31-year-old Noriyasu Shirai, a survivor, said that a flight attendant announced that the aircraft would crash after it stalled.[10] Sylvanie Detonio, the only survivor who could be interviewed on 27 April, said that passengers received no warning prior to the crash.[11]

Remains of the aircraft
The crashed cockpit amongst the wreckage

Of the 271 people on board (15 crew and 256 passengers), seven passengers survived. All of the survivors were seated in rows 7 through 15. On 27 April 1994, officials said there were 10 survivors (including a three-year-old) and that a Filipino, two Taiwanese, and seven Japanese survived.[11] By 6 May, only seven remained alive, including three children.[10]

Passengers

The passengers included 153 Japanese people[11] and 18 Filipino people.[12] Taiwanese people made up a large portion of the remainder.[11]

Nationality Passengers Crew Total
Taiwan Taiwan 63[citation needed] 14 77
Japan Japan 153 1 154
Philippines Philippines 18 0 18
China China 39[citation needed] 0 39[citation needed]
Total 256 15 271

Investigation

The crash, which destroyed the aircraft (delivered less than three years earlier in 1991), was primarily attributed to crew error for their failure to correct the controls as well as the airspeed.[9] Seven months earlier, Airbus had advised its customers to modify the air flight system so it would fully disengage the autopilot "when certain manual controls input is applied on the control wheel in GO-AROUND mode",[duplication?][13] which would have included the yoke-forward movement the pilots made on this accident flight. The accident aircraft was scheduled to only receive the update the next time it required a more substantial service break, because "China Airlines judged that the modifications were not urgent".[duplication?][13] These factors were deemed contributing incidents to the crash, after the primary failure of the pilots to take control of the situation once it began.[9]

The investigation also revealed that the pilot had been trained for the A300 on a flight simulator in Bangkok which was not programmed with the problematic GO-AROUND behavior. Therefore, his belief that pushing on the yoke would override the automatic controls was appropriate for the configuration he had trained on, as well as for the Boeing 747 aircraft that he had spent most of his career flying.[14]

Court proceedings

Japanese prosecutors declined to pursue charges of professional negligence on the airline's senior management as it was "difficult to call into question the criminal responsibility of the four individuals because aptitude levels achieved through training at the carrier were similar to those at other airlines". The pilots could not be prosecuted since they had died in the accident.[15]

A class action suit was filed against China Airlines and Airbus Industries for compensation. In December 2003, the Nagoya District Court ordered China Airlines to pay a combined 5 billion yen to 232 people, but cleared Airbus of liability. Some of the bereaved and survivors felt that the compensation was inadequate and a further class action suit was filed and ultimately settled in April 2007 when the airline apologized for the accident and provided additional compensation.[16]

Software upgrade

There had been earlier "out-of-trim incidents" with the Airbus A300-600R.[13] Airbus had the company that made the flight control computer produce a modification to the air flight system that would disengage the autopilot "when certain manual controls input is applied on the control wheel in GO-AROUND mode".[duplication?][13] This modification was first available in September 1993 and the aircraft that had crashed had been scheduled to receive the upgrade.[13] The aircraft had not received the update at the time of the crash because "China Airlines judged that the modifications were not urgent".[duplication?][13]

Aftermath

On 3 May 1994, the Civil Aeronautics Administration (CAA) of the Republic of China (Taiwan) ordered China Airlines to modify the flight control computers following Airbus's notice of the modification.[13] On 7 May 1994, the CAA ordered China Airlines to provide supplementary training and a re-evaluation of proficiency to all A300-600R pilots.[13]

Following the crash, China Airlines decided to withdraw its flight CI140 on this route and changed it to CI150 after the crash. China Airlines now operates this route with the Airbus A330-300 aircraft and the A300 has since been retired.

Komaki Airport was the only commercial airport in Nagoya until the opening of Chubu Centrair International Airport in 2005 and the airline has since moved to Chubu after the airport’s opening. Today, Komaki serves limited domestic flights as well as military and other non-commercial aviation.

On 26 April 2014, 300 mourners gathered in Kasugai, Aichi Prefecture, for a memorial to the crash on the 20th anniversary of the crash.[17]

Dramatization

The crash was featured in the ninth episode of season 18 of Mayday (Air Crash Investigation). The episode is titled "Deadly Go-Round".[14]

See also

Notes

  1. ^ China Airlines is based in Taiwan. Air China is the flag carrier for the People's Republic of China.
  2. ^ Captain Wang had joined China Airlines in 1989 and had logged a total of 8,340 flight hours, including 1,350 hours on the Airbus A300. First officer Chuang had joined the airline in 1990 and had 1,624 flight hours, 1,033 of them on the Airbus A300.: 13–14 

References

  1. ^ Pollack, Andrew (27 April 1994). "261 Die When a Flight From Taiwan Crashes in Japan". The New York Times. ISSN 0362-4331. Archived from the original on 12 November 2012. Retrieved 17 June 2011.
  2. ^ Ranter, Harro. "Japan air safety profile". aviation-safety.net. Aviation Safety Network. Archived from the original on 7 March 2005. Retrieved 30 May 2019.
  3. ^ Ranter, Harro. "ASN Aircraft accident Airbus A300B4-622R B-1816 Nagoya-Komaki International Airport (NGO)". aviation-safety.net. Aviation Safety Network. Archived from the original on 21 October 2018. Retrieved 30 May 2019.
  4. ^ "B-1816 China Airlines Airbus A300B4-622R". www.planespotters.net. 26 July 2020. Archived from the original on 25 May 2022. Retrieved 20 March 2024.
  5. ^ "ASN Aircraft accident Airbus A300B4-622R B-1816 Nagoya-Komaki International Airport (NGO)". aviation-safety.net. Archived from the original on 21 October 2018. Retrieved 20 March 2024.
  6. ^ a b "AIRCRAFT ACCIDENT INVESTIGATION REPORT, China Airlines, Airbus A300B4-622R, B-1816, Nagoya Airport, April 26, 1994" (PDF). Aircraft Accident Investigation Commission. 19 July 1996. Archived from the original (PDF) on 24 July 2011. Retrieved 28 April 2020.
  7. ^ Landers, Peter (1 May 1994). "'It's over, it's over'/Recorder details cockpit panic aboard doomed plane". Houston Chronicle. Associated Press. p. A30. Archived from the original on 21 May 2011. Retrieved 25 April 2013.
  8. ^ "華航名古屋空難 四人獲不起訴 Archived 15 September 2007 at the Wayback Machine." [China Airlines Nagoya air crash four people were not charged] (in Chinese) Liberty Times. Tuesday 10 April 2001 (90th year of the Republic, 中華民國90年4月10日 星期二). Retrieved on 25 July 2012.
  9. ^ a b c d "Nagoya A300 Accident Report". Sunnyday.mit.edu. Archived from the original on 8 July 2018. Retrieved 26 April 2013.
  10. ^ a b "China Air co-pilot over limit for DWI". Houston Chronicle. Associated Press. 6 May 1994. p. A26. Archived from the original on 14 June 2010. Retrieved 22 March 2009.
  11. ^ a b c d Thurber, David (27 April 1994). "261 die in crash of China Airlines Airbus in Japan". Houston Chronicle. Associated Press. p. A14. Archived from the original on 21 May 2011. Retrieved 14 June 2009.
  12. ^ "Doctor amazed that boy survived China Airlines crash". Fort Worth Star-Telegram. 28 April 1994. Archived from the original on 15 October 2012. Retrieved 30 December 2008. – Clipping from Newspapers.com.
  13. ^ a b c d e f g h Nakao, Masayuki. "China Airlines Airbus A300-600R (Flight 140) Missed Landing and Goes Up in flame at Nagoya Airport" (Archive) Japan Science and Technology Agency. Retrieved on 25 December 2008. Descent path (Archive), Primary scenario (Archive)
  14. ^ a b "Deadly Go-Around". Mayday. Season 18. Episode 9. 27 June 2018.
  15. ^ "China Airlines officials again avoid charges over 1994 crash" (Archive). The Japan Times. Tuesday 10 April 2001. Retrieved on 25 December 2008.
  16. ^ "Kin settle over 1994 China Air Nagoya crash" (Archive). The Japan Times. Friday 20 April 2007. Retrieved on 25 December 2008.
  17. ^ Jiji Press, "'94 China Air crash remembered" (Archive), Japan Times, 28 April 2014
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