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Coordinates: 37°36′48″N 122°21′52″W / 37.61333°N 122.36444°W / 37.61333; -122.36444
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The [[aircrew|cockpit crew]] consisted of three [[pilot in command|captains]] and one [[first officer]]. One captain, Lee Jeong-min ({{korean|이정민|李鄭閔}}) filled the dual role of a check/instructor captain and the [[pilot in command]], who was responsible for the safe operation of the flight. He was occupying the right seat at the time of the accident.<ref name="YoutubeNTSB070813" /> Lee Jeong-min had 12,387 hours of flying experience (at the time of the accident) and 3,220 with the 777,<ref name="ITV">{{cite web|url = http://www.itv.com/news/update/2013-07-07/asiana-airlines-crash-the-pilots/|title=Asiana Airlines crash: The pilots|work=ITV|date=July 7, 2013|accessdate=July 7, 2013}}</ref>
The [[aircrew|cockpit crew]] consisted of three [[pilot in command|captains]] and one [[first officer (civil aviation)|first officer]]. One captain, Lee Jeong-min ({{korean|이정민|李鄭閔}}) filled the dual role of a check/instructor captain and the [[pilot in command]], who was responsible for the safe operation of the flight. He was occupying the right seat at the time of the accident.<ref name="YoutubeNTSB070813" /> Lee Jeong-min had 12,387 hours of flying experience (at the time of the accident) and 3,220 with the 777,<ref name="ITV">{{cite web|url = http://www.itv.com/news/update/2013-07-07/asiana-airlines-crash-the-pilots/|title=Asiana Airlines crash: The pilots|work=ITV|date=July 7, 2013|accessdate=July 7, 2013}}</ref>


Captain Lee Kang-kook ({{lang|ko-Hang|이강국}}; {{lang|ko-Hani|李江鞠}}), occupying the left seat, was the [[pilot (aircraft)|pilot]] receiving his initial operating experience (IOE) training. He had 9,793 flying hours, with 43 in the 777.<ref>{{cite news|url=http://www.planecrashes.org/pilot-of-the-asiana-b777-aa214-was-at-his-first-landing-of-a-b777.html|title=Pilot was at his first landing with a B777|work=PlaneCrashes.org|date=July 8, 2013}}</ref>
Captain Lee Kang-kook ({{lang|ko-Hang|이강국}}; {{lang|ko-Hani|李江鞠}}), occupying the left seat, was the [[pilot (aircraft)|pilot]] receiving his initial operating experience (IOE) training. He had 9,793 flying hours, with 43 in the 777.<ref>{{cite news|url=http://www.planecrashes.org/pilot-of-the-asiana-b777-aa214-was-at-his-first-landing-of-a-b777.html|title=Pilot was at his first landing with a B777|work=PlaneCrashes.org|date=July 8, 2013}}</ref>

Revision as of 12:00, 10 July 2013

Asiana Airlines Flight 214
The aircraft after the crash
Accident
DateJuly 6, 2013 (2013-07-06)
SummaryUnder investigation
SiteSan Francisco International Airport
37°36′48″N 122°21′52″W / 37.61333°N 122.36444°W / 37.61333; -122.36444
Aircraft
Aircraft typeBoeing 777-200ER
OperatorAsiana Airlines
RegistrationHL7742
Flight originIncheon International Airport, South Korea
DestinationSan Francisco International Airport, United States
Passengers291
Crew16
Fatalities2
Injuries182, at least 5 critical
Survivors305

Asiana Airlines Flight 214 was a scheduled transpacific passenger flight from Incheon International Airport, South Korea, that crashed while attempting a landing at its destination, San Francisco International Airport, United States, on July 6, 2013. Of the 307 people (291 passengers and 16 crew) aboard the Asiana Airlines Boeing 777-200ER, two passengers died[1][2] and 182 were injured.[3][4]

It was the second crash, and first fatal crash, of a Boeing 777 since it began operating commercially in 1995.[5]

Aircraft

HL7742, the aircraft involved in the accident, in July 2011

The Boeing 777-200ER, registration number HL7742,[6] was delivered to Asiana Airlines in March 2006.[7][8] Powered by two Pratt & Whitney PW4090 engines,[9][10] the airframe had about 36,000 flight hours and 5,000 cycles (one takeoff-and-landing set).[9]

The Boeing 777's safety record is among the best of its type.[11]

Crash

On July 6, 2013, Flight 214 took off from Incheon International Airport (ICN) outside Seoul at 5:04 p.m. KST (08:04 UTC), 34 minutes after its scheduled departure time. It was scheduled to land at San Francisco International Airport (SFO) at 11:04 a.m. PDT (18:04 UTC).[12]

At 11:26 a.m. PDT (18:26 UTC), HL7742[6] crashed at San Francisco International Airport during landing. The plane landed short of runway 28L's threshold, with first the landing gear and then the tail striking the seawall that projects into San Francisco Bay.[13][14][15][16] The entire crash was captured on video by an onlooker.[17][18]

Approximate location of the wreckage.[19][20] The arrow indicates the general direction of flight on approach before impact
 Runway 28L 
 Runway 28L 
 Engine 
 Engine 
 Fuselage   and engine 

 Fuselage 
 and engine 
 Landing gear 
 Landing gear 
 Tail 

 Tail 
←
←
Approximate location of the wreckage.[19][20] The arrow indicates the general direction of flight on approach before impact

Both engines and the tail section became separated from the aircraft.[21] The vertical and both horizontal stabilizers fell on the runway before the threshold, while the remainder of the fuselage and wings, after lifting briefly into the air and rotating about a wingtip and nose, came to rest to the left of the runway about 2,000 feet (610 m) from the seawall.[19] Eyewitnesses described a large brief fireball upon the aircraft landing, and a second large explosion minutes after the impact, with a large, dark plume of smoke rising from the fuselage.

Some evacuation slides were deployed on one side of the plane, and were used to evacuate the aircraft,[21][22] and, despite damage to the aircraft, "many ... were able to walk away on their own".[23] There were reports that some of the slides deployed inside the aircraft.[24] The fire was traced to a post-crash rupture of an oil tank above the right engine, when oil leaking from the ruptured tank fell onto the hot engine and ignited.[24]

The instrument landing system's vertical guidance (glide slope) on runway 28L had been scheduled to be out of service beginning June 1 (and a Notice To Airmen (NOTAM) to that effect had been issued),[25] meaning a precision approach would have been impossible. Weather appears to have been good (the latest METAR reported light wind, 10 miles (16 km) visibility and no precipitation) and the aircraft performed a visual approach,[9] assisted by the runway's precision approach path indicator (PAPI) (that was damaged by debris from the impact).[13]

After the crash occurred, employees of United Airlines, Asiana's partner in Star Alliance, provided help to survivors at the airport terminal and in area hospitals.[26]

This was the third fatal crash in Asiana's 25-year history.[27] It was the first fatal crash of a Boeing 777.[5][28] It was also the first fatal passenger airliner crash in the United States since the Colgan Air Flight 3407 crash in 2009,[29] and the first crash in North America involving a major airline since the American Airlines Flight 587 crash in 2001 (crashes since Flight 587 have involved regional carriers).[30] It was the first fatal widebody passenger aircraft crash on American soil since American Airlines Flight 587. The crash was the third hull loss of a Boeing 777, and the second of them to crash while on approach to landing, after British Airways Flight 38 in 2008.

Passengers and crew

Passengers and crew[31]
Nationality Passengers Crew Total
 China 141 0 141
 South Korea 77 14 91
 United States 61 0 61
 India 3 0 3
 Canada 3 0 3
 Thailand 0 2 2
 Vietnam 1 0 1
 France 1 0 1
 Japan 1 0 1
 Others 3 0 3
 Total 291 16 307

The cockpit crew consisted of three captains and one first officer. One captain, Lee Jeong-min (Korean: 이정민; Hanja: 李鄭閔) filled the dual role of a check/instructor captain and the pilot in command, who was responsible for the safe operation of the flight. He was occupying the right seat at the time of the accident.[32] Lee Jeong-min had 12,387 hours of flying experience (at the time of the accident) and 3,220 with the 777,[33]

Captain Lee Kang-kook (이강국; 李江鞠), occupying the left seat, was the pilot receiving his initial operating experience (IOE) training. He had 9,793 flying hours, with 43 in the 777.[34] At the time of the crash, the pilot in command#relief captain|relief first officer occupied the cockpit jump seat, while the the relief captain occupied a seat in the passenger cabin.

This was Lee Kang-kook's first landing at San Francisco in this aircraft type, although he was an experienced pilot and had previously landed there in other aircraft including the Boeing 747. It was his ninth training flight in that model of aircraft[35][36][37] and Lee Jeong-min's first flight as an instructor. It was also the first time the two pilots had flown together.[38]

San Francisco Fire Department Chief Joanne Hayes-White confirmed that there were two deaths;[39] both were 16-year-old female Chinese passport holders[2][40] with both bodies found outside the aircraft.[3] Two flight attendants were also ejected from the aircraft during the impact, and therefore were not at their stations during the evacuation, but survived.[24][38] Five people were in critical condition,[3] and nine hospitals in the area admitted a total of 182 injured.[1] Hayes-White told a subsequent press conference that all persons had been accounted for after reconciliation of two intake points at the airport,[41] although an earlier report said that 60 persons were unaccounted for.[1]

Seventy students and teachers traveling to the United States for summer camp were among the Chinese passengers. Thirty of the students and teachers were from Shanxi, and the others were from Zhejiang.[29] Five of the teachers and 29 of the students were from Jiangshan High School in Zhejiang traveling together in one group.[42] 35 of the students were to attend a West Valley Christian School summer camp. The Shanxi students originated from the city of Taiyuan.[43] One teacher received minor injuries, and the two deceased passengers were from the West Valley camp group.[29][43]

Survivor and eyewitness accounts

Interior of the aircraft, after the crash, showing oxygen masks deployed and seats remaining fixed in place

Several passengers recalled noticing the plane's unusual proximity to the Bay on final approach, which caused water to thrust upward as the engines were powered up in the final moments before impact.[29][44][45][46]

Upon impact, oxygen masks were said to have deployed immediately, and they are shown deployed in NTSB photo handout of the damaged interior. After the aircraft came to rest, there were reports of electrical sparking inside the cabin.

In the initial moments after the crash, the cockpit crew told flight attendants to hold off evacuating the aircraft. When the evacuation order was given, the crew began rapidly evacuating passengers. The crew also helped several passengers who were unable to escape on their own; a pilot carried out one passenger with an injured leg.[47]

One flight attendant said many of the Chinese passengers who sat near the third exit of the plane could not initially understand the evacuation instructions due to a language barrier.[47]

Smoke rising from the wreckage, as seen from Terminal 1

Partway through the evacuation process, a fire erupted in the cabin near the 10th row of Flight 214 and was extinguished by a co-pilot.[47]

Two of the inflatable chutes expanded into the cabin rather than out onto the tarmac. The first chute, which blocked the forward right exit, nearly suffocated a flight attendant and was deflated by a pilot with a crash ax from the cockpit. The second expanded toward the center of the aircraft near the fire. It pinned a second flight attendant until a co-pilot deflated it with a dinner knife.[47] As a result, no escape chutes deployed on the right side of the aircraft.[48]

Some passengers sitting at the rear of the aircraft escaped through the hole left by the missing tail section.[49]

The cockpit crew and many passengers aboard United Airlines Flight 885, which was on taxiway F adjacent to the runway, witnessed the incident in close proximity.[50] The moment of impact was also observed by eyewitnesses at the airport terminal and onlookers near the airport[50] and was captured by an amateur video.[17][18]

Immediately following the crash, the pilots of Flight 885 reported seeing several survivors near the "28L" lettering at the beginning of the runway,[51] far from the final resting location of the fuselage.[52] A full account of the crash by the first officer aboard Flight 885 was posted to an online forum for pilots and subsequently quoted by the press:

I then noticed at the apparent descent rate and closure to the runway environment the aircraft looked as though it was going to impact the approach lights mounted on piers in the SF Bay. The aircraft made a fairly drastic-looking pull up in the last few feet and it appeared and sounded as if they had applied maximum thrust. However the descent path they were on continued and the thrust applied didn't appear to come soon enough to prevent impact. The tail cone and empennage of the 777 impacted the bulkhead seawall and departed the airplane and the main landing gear sheared off instantly.

— United Flight 885 First Officer, Inside United Flight 885: A pilot's gripping account, Chicago Business Journal[53]

Passengers and others praised Flight 214's flight attendants. San Francisco fire chief Hayes-White called cabin manager Lee Yoon-hye, whom news reports called "the last person to leave the burning plane," a hero. "She wanted to make sure that everyone was off," the chief said.[54]

Investigation

Flight 214's data recorder (left) and cockpit voice recorder (right) were recovered from the aircraft

The National Transportation Safety Board (NTSB) has begun an investigation and sent a "Go Team" to the scene.[1] On July 7, 2013, NTSB investigators recovered the flight data recorder and cockpit voice recorder and transported them to Washington, D.C., for analysis.[55] Additional parties to the investigation include the Federal Aviation Administration, Boeing,[56] Pratt & Whitney, and the Korean Aviation and Railway Accident Investigation Board (ARAIB). ARAIB's technical advisor is Asiana Airlines.[32]

According to the NTSB, the weather was fair and the aircraft was cleared for a visual approach. There is no indication yet of any problem, mechanical or otherwise, with no distress calls or other problem reports during the flight,[32][44] although the agency is investigating whether a failure in the mechanics or usage of the aircraft's autothrottle system could have occurred. The autothrottle control was found to be in the "armed" position, differing from both the "on" and "off" positions and possibly indicating a standby setting;[24][57][58] furthermore one cockpit flight director was activated while the other was not, a situation which also may have affected the functionality of the autothrottle.[59] The flight crew have confirmed they were relying on the autothrottle to maintain their speed.[60]

Preliminary indications suggest the plane came in too slow and too low. Eighty-two seconds before impact, at an altitude of 1,600 feet (490 m), the autopilot was turned off, and the plane was operated manually during final descent.[61] It touched down short of the runway and hit the seawall as it attempted to land.[21] Based on preliminary data from the flight data recorder (FDR), the NTSB said the plane's airspeed on final approach was up to 34 knots below its target approach speed of 137 knots (254 km/h; 158 mph). A preliminary review of FAA radar return data did not show an abnormally steep descent curve.[32][62] At an elevation of about 125 feet (38 m), 8 seconds before impact, the airspeed had dropped to 112 knots (207 km/h; 129 mph). According to initial reports from the cockpit crew, the plane's auto-throttle was set for the correct reference speed, but until the runway's precision approach path indicator (PAPI) showed them significantly off the proper glideslope, the pilots were unaware the auto-throttle was failing to maintain that speed. The instructor pilot stated that the PAPI indicated glideslope errors at approximately 500 feet above the ground, and he attempted to correct at that time. Between 500 and 200 feet, the instructor pilot also reported a lateral deviation, which they attempted to correct as well.[24]

About 7 seconds before impact, one of the pilots called for an increase in speed.[9][63] The FDR showed that throttles were advanced at about this time as well.[32] The instructor pilot reported that he had called for an increase in speed, but that the pilot flying had already advanced the throttles by the time he reached for the throttles.[24] The sound of the stick shaker (warning of imminent stall) could be heard about 4 seconds before impact on the cockpit voice recorder.[9] Airspeed reached a minimum speed of 103 knots (191 km/h; 119 mph) (34 knots below the target speed) 3 seconds before impact, with engines at 50% power and increasing.[32] The crew called for a go-around 1.5 seconds before impact.[9] At impact, the aircraft speed had increased to 106 knots (196 km/h; 122 mph).[32][64]

Initial interviews with the three pilots who were present in the cockpit during the attempted landing revealed that the pilot training the pilot at the controls, who was attempting his first landing at San Francisco Airport at the controls of a 777, was on his first flight as an instructor. All three pilots told NTSB investigators that they were relying on the 777's automated devices for speed control during final descent.[65]

The Air Line Pilots Association (ALPA) has criticized the NTSB for releasing "incomplete, out-of-context information" too quickly, which the APLA says has "fueled rampant speculation about the cause of the accident" and leads to the impression that it was entirely due to pilot error, before the investigation has concluded.[58][66] NTSB Chair Hersman has repeatedly emphasized that it is the pilot's responsibility to monitor and maintain correct approach speed[67] and that the crew's actions in the cockpit are the primary focus of the investigation.[68]

The coroner of San Mateo County, Robert Foucrault, is conducting autopsies on the deceased.[69][70] He and a fire department spokesperson have indicated there is a possibility that one of the victims survived the crash but was fatally struck by a fire truck. The cause of death for both victims is still under investigation.[29][69][71]

Aftermath

The airport was closed for about five hours after the crash.[13][21][22] Flights headed for San Francisco were diverted to the other major airports in the San Francisco Bay Area as well as in Sacramento, Los Angeles, and Seattle.[72] By 3:30 p.m. PDT (22:30 UTC), runways 01L/19R and 01R/19L were reopened; the runway of the accident (10R/28L) and the one in parallel to it (10L/28R) remained closed.[13][22] About 24 hours later, the parallel runway (10L/28R) was reopened.[73]

In the hours after the incident, Asiana Airlines CEO Yoon Young-doo said the airline had ruled out mechanical failure as the cause of the crash[74] but also later defended the flight crew, indicating that they were "very experienced and competent pilots".[75][76]

On July 9, Yoon arrived in San Francisco on Flight 214, the same route as the crashed aircraft, to meet with the NTSB[77] and directly apologized to the parents of the two victims prior to boarding the flight.[78] Asiana is flying the families of the victims in to San Francisco for free[79] and has continued to operate its Seoul–San Francisco route on schedule as Flight 214.[80]

The crash damaged Asiana's reputation[81][82][83] and that of South Korea's aviation industry, following years of apparent improvements after a series of aircraft disasters in the 1980s and early 1990s.[84] Asiana shares fell on the first day of trading after the crash,[85] and The Wall Street Journal believes the crash could hurt Asiana's business plans in China.[85] While insurance payouts and damage to Asiana's reputation could hurt the airline, AFP believes the financial effects will be limited.[82]

Chinese citizens[86] and West Valley Christian School[87] mourned the loss of the two students, and Boeing offered its condolences to the families of the victims.[88][89]

See also

References

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  71. ^ What happened with Asiana Flight 214?
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  88. ^ Twitter / BoeingAirplanes: We extend our deepest condolences
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