2001 Japan Airlines mid-air incident
|Date||January 31, 2001|
|Summary||Near miss, ATC error|
|Site||near Yaizu, Shizuoka, Japan|
|Total injuries (non-fatal)||100|
|Total survivors||677 (all)|
JA8079, Japan Airlines 747-400, similar to this Japan Airlines that nearly collided with JA8546.
|Flight origin||Tokyo Int'l Airport|
|Destination||Naha Int'l Airport, Okinawa|
|Injuries (non-fatal)||100 (9 serious, 91 minor)|
JA8549, Japan Airlines Douglas DC-10-40, similar to this Japan Airlines Douglas DC-10-40D, nearly collided with JA8904.
|Type||McDonnell Douglas DC-10-40|
|Flight origin||Gimhae International Airport
Busan, South Korea
|Destination||Narita International Airport|
2001 Japan Airlines mid-air incident, known in Japan as Japan Airlines near miss incident above Suruga Bay (日本航空機駿河湾上空ニアミス事故 Nihonkōkūki surugawan jōkū niamisu jiko?) occurred on January 31, 2001, when Japan Airlines flight 907, a Boeing 747-400 en route from Haneda International Airport to Naha International Airport, nearly collided with Japan Airlines flight 958, a McDonnell-Douglas DC-10-40, which was en route from Gimhae International Airport to Narita International Airport.
The incident was attributed to errors made by air traffic controller trainee Hideki Hachitani (蜂谷 秀樹 Hachitani Hideki?) and trainee supervisor Yasuko Momii (籾井 康子 Momii Yasuko?). The incident caused Japanese authorities to call upon the International Civil Aviation Organization (ICAO) to take measures to prevent similar incidents from occurring. Had the collision occurred given the 677 people on board both aircraft combined, this could have potentially been the deadliest aviation accidental disaster in the history of the airline and also the deadliest in the world, respectively surpassing both Japan Airlines Flight 123 and the Tenerife Disaster.
The Boeing 747-446 Domestic, registration JA8904, was operating flight 907 from Tokyo Haneda International Airport to Naha Airport with 411 passengers and 16 crew. The flight departed Haneda airport at 15:36 local time.
According to the flight plan, both aircraft were supposed to pass each other while 2,000 feet apart.
The mid-air incident occurred as flight attendants began to serve drinks onboard Flight 907. JA8904's TCAS sounded 20 minutes after its departure as the jet climbed towards 39,000 feet. The DC-10, JA8546, cruised at 37,000 feet. The pilots of both planes had received instructions from their TCAS, but Flight 907 received conflicting instructions from the flight controller at the Tokyo Area Control Center in Tokorozawa, Saitama Prefecture. Flight 907, headed by 40-year-old pilot Makoto Watanabe (渡辺 誠 Watanabe Makoto?), followed an order to descend issued by the flight controller while Flight 958, headed by pilot Tatsuyuki Akazawa (赤沢 達幸 Akazawa Tatsuyuki?), descended as instructed by the TCAS, meaning that both planes remained on a collision course. The trainee for the aerospace sector, 26-year-old Hideki Hachitani (蜂谷 秀樹 Hachitani Hideki?), handled ten other flights at the time of the near miss. Hachitani intended to tell Flight 958 to descend. Instead, at 15:54, he told Flight 907 to descend. When the trainee noticed that JAL 958 cruised at a level altitude instead of descending, the trainee asked JAL 958 to turn right; the message did not get through to the JAL 958 pilot. The trainee's supervisor, Yasuko Momii (籾井 康子 Momii Yasuko?), ordered ″JAL 957″ to climb, intending to tell JAL 907 to climb. There was no "JAL 957" in the sky.
The aircraft avoided collision using evasive maneuvers once they were in visual proximity of each other. Watanabe said that the aircraft were 35 feet (11 m) apart. An unidentified passenger told NHK, "I have never seen a plane fly so close. I thought we were going to crash." Alex Turner, a passenger on Flight 907 and a student at Kadena High School, a school for children with parents stationed at Kadena Air Base in Okinawa Prefecture, estimated that the avoidance maneuver lasted for two seconds.
Seven passengers and two crew members of the 747 sustained serious injuries; additionally, 81 passengers and 10 crew members reported minor injuries. Some unbelted passengers, flight attendants, and drink carts hit the ceiling, dislodging some ceiling tiles. The maneuver threw one boy across four rows of seats. Most of the injuries to occupants consisted of bruising. The maneuvers broke the leg of a 54-year-old woman. In addition, a drink cart spilled, scalding some passengers. No passengers on the DC-10 sustained injuries. Flight 907, with the 747's cabin bearing minor damage, returned to Haneda, landing at 16:45.
Thirteen students at Kadena High School had boarded Flight 907 after returning from a school-sanctioned ROTC competition. Two students from the U.S. state of Michigan sustained some minor injuries.
By 18:00 on February 1, eight Flight 907 passengers remained hospitalized while 22 injured passengers had been released. Two passengers remained hospitalized at Kamata General Hospital (蒲田総合病院 Kamata Sōgō Byōin?). Two passengers remained hospitalized at Ichikawa No. 2 Hospital (市川第2病院 Ichikawa Daini Byōin?). In addition, the following hospitals each had one passenger remaining: Takano Hospital (タカノ病院 Takano Byōin?), Kitasato University, Horinaka Hospital (堀中病院 Horinaka Byōin?), and Tokyo Rosai Hospital (東京労災病院 Tōkyō Rōsai Byōin?). All injured passengers recovered.
JAL sent apology letters to the passengers on the 747; injured passengers directly received messages, and uninjured passengers received messages via the mail.
The International Civil Aviation Organization (ICAO) did not take action based on the occurrence of the near-miss. Japanese authorities called for measures that would prevent similar accidents from happening, but ICAO did not further investigate the incident until after the 2002 Überlingen mid-air collision. The ICAO decided to fulfill Japan's request 18 months after the Japan Airlines incident.
Criminal investigation and trial
In May 2003, Tokyo police filed an investigative report concerning Hideki Hachitani, Yasuko Momii, and Makoto Watanabe, suspecting them of professional negligence. In March 2004, prosecutors indicted Hachitani and Momii for professional negligence.
Hachitani, then 30 years old, and Momii, then 35 years old, pleaded not guilty to the charges at Tokyo District Court in 2004. During the same year, the lawyer for Hachitani and Momii said that the pilots of the aircraft bore the responsibility for the near miss.
By November 16, 2005, 12 trials had been held since the initial hearing on September 9, 2004. The prosecution argued that the two defendants neglected to provide proper separation for the two aircraft, the instructions issued were inappropriate, and that the supervisor failed to correct the trainee. The defense argued that the lack of separation would not immediately have led to a near miss, that the instructions issued were appropriate, that the TCAS procedure was not proper, and that the Computer Navigation Fix (CNF) had faulty data.
In 2006, prosecutors asked for Hachitani, then 31, to be sentenced to one year in prison and for Momii, then 37, to be sentenced to one and a half years. On March 20, 2006 the court ruled that Hachitani and Momii were not guilty of the charge. The court stated that Hachitani could not have foreseen the accident and that the mixup of the flight numbers did not have a causal relationship with the accident. Hisaharu Yasui, the presiding judge, said that prosecuting controllers and pilots would be "unsuitable" in this case. The Tokyo District Public Prosecutor's Office filed an appeal with the Tokyo High Court on March 31. During the same year, the Japanese government agreed to pay Japan Airlines and Tokio Marine & Nichido Fire Insurance a total of ¥82.4 million to compensate for the near miss.
On April 11, 2008, on appeal, a higher court overturned the decision and found Hachitani and Momii guilty. The presiding judge, Masaharu Suda (須田 賢 Suda Masaharu?), sentenced Hachitani, then 33, to confinement for one year, and Momii, then 39, for one year and six months. Both were placed on probation. Each of the two sentences was suspended for three years. Suda described the mixing of the flight numbers as a "rudimentary error". The lawyers representing the controllers appealed, but the convictions were upheld on October 26, 2010 by the Supreme Court.
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