Air China Flight 129

Air China Flight 129

The aircraft involved in the accident at Beijing Capital International Airport in 1997
Accident
Date	April 15, 2002 (2002-04-15)
Summary	Controlled flight into terrain due to pilot error
Site	Mount Dotdae. Busan, South Korea
Aircraft
Aircraft type	Boeing 767-2J6ER
Operator	Air China
Registration	B-2552
Flight origin	Beijing International Airport, Beijing, China
Destination	Gimhae International Airport, Busan, South Korea
Passengers	155
Crew	11
Fatalities	129
Injuries	37
Survivors	37

Air China Flight 129 (CCA12/CA129) is a scheduled international passenger flight, operated by People's Republic of China's flag carrier Air China, from Beijing Capital International Airport, Beijing, People's Republic of China to Gimhae International Airport, Busan, South Korea. On April 15, 2002, the jet on this route, a Boeing 767-200ER, crashed into a hill near Busan, killing 129 of 166 on board.

Korea Aviation Accident Investigation Board finally published the final report on 4 March 2005 and concluded that the cause of the crash was due to pilot error. The final report stated that the crew was inadvertently flying below the minimum safe altitude. Detailed information from the report also revealed that the pilots were trained to conduct an approach to an airport in the airline's simulator, but only for an approach to Beijing International Airport and never conducted a simulation for an approach to Gimhae Airport or any other airport. Subsequently, the report also blamed for the minimum lighting in Gimhae Airport at the time of the accident.

Flight 129 is Air China's first aircraft accident, and is currently recorded as the deadliest aviation accident in South Korea. It was also the third-deadliest accidental crash of a Boeing 767, after EgyptAir Flight 990 and Lauda Air Flight 004 and the fifth-deadliest disaster involving the type if the September 11 attacks are counted.

Accident

Seating plan

The flight took off at 08:37 local time (0037 UTC). After nearly 2 hours in flight, it arrived near Gimhae Airport in light rain and mist. At 11:20 local time (0220UTC), CA129 received clearance to land at runway 36L from Gimhae tower, but the aircraft circled the runway again after a missed approach due to low visibility. After an attempt to circle to land on runway 18R (the same runway from the opposite direction), the crew concentrated too much on the weather and ATC communications while going below the minimum safe altitude (MSA), and crashed into a hill at 11:40 local time (02:40UTC). The aircraft then made an initial contact with terrain when its right wing clipped a tree. It then impacted the ground, and the force of the impact broke the airplane apart. The right wing, empennage, left wing, parts of the fuselage and two engines separated. The plane then burst into flames. The cockpit and the forward fuselage were engulfed in flames. The aircraft then slid and destroying several trees and 12 graves. 37 survived, including the Captain. The post impact fire was so hot in fact it melted the aluminum and other metals of the fuselage. The front part of the fuselage was completely destroyed, making it difficult to be recognized by investigators.

Aircraft

The aircraft was Boeing 767-200ER registered in China as B-2552. It was delivered in 1985 and had Boeing Serial Number 23308 and Line Number 127. It was previously operated by CAAC and then transferred to Air China after CAAC's split. It had accumulated more than 40,000 hours of flying and about 14,500 flights.

Passengers and crews

Nationality	Passengers	Crew	Total
China	19	11	30
South Korea	135	0	135
Uzbekistan	1	0	1
Total	155	11	166

Among the 155 passengers, 135 were from South Korea, 19 were from China, and one was from Uzbekistan.

The Flight Crews were:

• Captain: Wu Xinlu (S: 吴新禄, T: 吳新祿, P: Wú Xīnlù), Captain Wu Xinlu entered the Civil Aviation Auviation Flying University of China in September 1990 and graduated in 1994. He then joined Air China, and in 2001 he was upgraded to be a Captain and after 26 November 2001, he officially flew as a Captain. He has a total flying experience of 6000 hours on Boeing 767 and had flown 5 times to Busan.
• First Officer: Gao Lijie (S: 高立杰, T: 高立傑, P: Gāo Lìjié); First Officer (Co-Pilot) Gao Lijie entered the Airforce Academy in August 1989 and graduated on September 1993. He joined Air China and completed his first flight as First Officer on 23 February 2002. Prior to becoming a First Officer, he had flown twice to Busan. He had accumulated a total of 5.295 hours of flying experience.
• First Officer: Hou Xiangning (S: 侯向宁, T: 侯向寧, P: Hóu Xiàngníng); First Officer (Third Pilot) Hou Xiagning entered the Civil Aviation Flying University of China from September 1993 to June 1997 and hired by Air China on August 1997. First Officer Hou had no experience of landing in Busan. He had accumulated a total flight hours of 1.775 flying experience.

The captain and two of the flight attendants survived, while the copilots and the rest of the flight attendants died.

Investigation

Weather

In Gimhae Airport, during the autumn and winter season, winds came from the north. And during summer, winds came from the south. Visibility is often partially poor due to sea fog, since the southern part of the airport located close to the sea. Mountainous terrain in the north with southerly winds prevailing may cause a mass of low clouds and fog to occur along the mountainous area north of Runway 18R, with a probability of increased precipitation in the area.

Weather at the time of crash was poor. Satellite imagery retrieved from the Korea Meteorological Administration radar shown that a large, wide area of rain clouds could be seen, starting from Busan to the southeast as far as Japan, and moving slowly to the east. The clouds moved very slowly, and heavy clouds were seen lying in the sea south of Gimhae. Gust was also present at the time of the accident. The peak gust was at 16 knots. Rescue squad arrived in the crash site also reported that the crash site was covered with thick fog, with the precipitation was reported to be heavier than drizzle.

Airport lighting

Investigators interviewed Captain Wu. Captain Wu Xinlu stated that as he observed the lights on the final approach course to Runway 36L, he saw neither the runway approach lights on the downwind leg nor the circling guidance lights during the circling approach were on. According to the record of the autonatic aeronautical light switching system, and the testimony from the Gimhae Tower duty chief, the runway, approach lights and circling guidance lights were on at the time of the accident.

Survivors statement

There was a total of 166 occupants on board, composed of 11 crew members and 155 passengers, including 5 children with age ranging from 3 to 9 year old. On the day of the accident, 39 people survived the crash with serious injuries. The next day, a passenger died and 17 days after the accident, another passenger died, bringing the total survivors of 37.

Based on interviews of the survivors on board Flight 129, it was revealed that the accident occurred suddenly, with loud noise and violent shaking of the aircraft at the point of impact. All items inside the aircraft fell down, seats were thrust forward, and all lights went out, making it dark inside the aircraft. Fire erupting throughout the cabin filling it with heavy smoke and making it difficult to breathe. Most of the passengers briefly lost consciousness during impact, with feet and legs of some passengers stick under the seats in front of them. A flight attendant who was seated at the aft right position stated that his body was crushed underneath something. He reached to open the door but couldn't find the handle. He crawled out of the cabin and evacuated the survivors. The survivors then escaped by walking or crawling through the gaps in the broken fuselage. As they escape, several large explosions were heard, with pillars of fire shooting up high to the sky.

Some of the Korean passengers stated that they did not understand any of the in-flight announcements, including the predeparture passenger safety briefing as they were made only in Chinese and English.

Final Report

Both the flight data recorder and the cockpit voice recorder were retrieved from the crash site and examined by investigators. The FDR data didn't show any defect on the aircraft's control and instruments.

The official accident report by the Korea Aviation Accident Investigation Board was released in May 2005. The Probable Cause read: The flight crew of flight 129 performed the circling approach, not being aware of the weather minima of wide-body aircraft (B767-200) for landing, and in the approach briefing, did not include the missed approach, etc., among the items specified in Air China’s operations and training manuals.

1. The flight crew exercised poor crew resource management and lost situational awareness during the circling approach to runway 18R, which led them to fly outside of the circling approach area, delaying the base turn, contrary to the captain’s intention to make a timely base turn.
2. The flight crew did not execute a missed approach when they lost sight of the runway during the circling approach to runway 18R, which led them to strike high terrain (mountain) near the airport.
3. When the first officer advised the captain to ascend again for landing, about 5 seconds before impact, the captain did not react, nor did the first officer initiate the missed approach himself.

During the accident flight the airline made the pre-flight safety demonstration and announcements in Chinese and English, but not in Korean, while 135 of 155 of the passengers were Korean. The Korean investigation board recommended that Air China begin announcements in Korean on flights to and from South Korea.

Other than the report released by the Korean Aviation Accident Investigation Board, Liu Yajun, the head of the Chinese investigation team, stated,

1. ATC official in the airport, Park Junyong, did not own a license for air traffic control issued by the South Korean Construction and Transportation Ministry.
2. Park did not know the property of the aircraft, a Boeing 767, and mistakenly directed the airliner to descend to an altitude of 700 feet (213.5m) instead of 1,100 feet (335.5m).
3. The airport did not inform the crew of the weather conditions at the time. Eight flights before CA129 were directed to land at other airports because of bad weather.
4. There were also problems with the radar system and lighting at Gimhae Airport.

Flight number

Air China kept the flight route designator for its Beijing - Busan route after this incident. Two days after the accident, another 767 served as flight 129 and safely carried 106 passengers from Beijing to Busan, although the flight was delayed for 10 hours and 10 minutes due to bad weather. Although Air China runs a Boeing 737-800 on this route now, the flight route designator remains flight 129.

See also

• Asiana Airlines Flight 733
• Korean Air Flight 801
• Ground proximity warning system
• Crossair Flight 3597
• American Airlines Flight 965

External links

External image
Photos of B-2552 at Airliners.net

• Korea Aviation Accident Investigation Board
  • "CA129 Final Report." - Korea Aviation Accident Investigation Board (Archive) - Translation
  • Template:Ko icon CA129 Final Report - Original version
• Template:Ko icon Air China Flight 129 Passenger Manifest (Archive) - Air China - Passenger names are stated with Roman characters
• "South Korean Airport Has Responsibility for Air China Crash" (Archive). Xinhua News Agency. November 27, 2002.
• Template:Zh-cn icon "国航“4·15”空难调查分歧严重" - Topic of "The 4.15 Air Disaster" in People's Daily
• Accident description at the Aviation Safety Network