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Planet 10 (hypothetical planet) Phoebe Ring

MHV Aviation Flight 604

D-AMSC, the aircraft involved, is white aircraft right on this image. Seen in 2013.
Incident
Date	7 January 2017 (2017-01-07)
Summary	Nearly crashed to the sea due to wake turbulence from another plane
Site	Arabian Sea, near India 48°8′17″N 38°38′20″E
Aircraft
Aircraft type	Bombardier Challenger 604
Operator	MHV Aviation
IATA flight No.	CL-604
Call sign	MHV 604
Registration	D-AMSC
Flight origin	Velana International Airport, Malé, Maldives
Destination	Al Bateen Executive Airport Abu Dhabi, United Arab Emirates
Occupants	9
Passengers	6
Crew	3
Fatalities	0
Injuries	5
Survivors	9 (all)

MHV Aviation Flight 604 was a charter flight operated by a MHV Aviation, a German charter. On January 7, 2017, it nearly crashed into Arabian Sea near to Oman due to wake turbulence from another flight, Emirates Airlines Flight 412, which was a Airbus A380, operated by Emirates Airlines.

Flight details

MHV Flight 604

Aircraft operating MHV Flight 604 was a business jet Bombardier Challenger 604, registrated as D-AMSC, which was 17 years old (manufactured in 2000.) and had 10,211 flight hours together with 5,504 takeoff/landing cycles. There were 9 people on board, 6 passengers and 3 crew. Captain was 39 years old, with 5,534 total flight hours, including 4,564 flight hours in Bombardier Challenger. First officer was 41 years old, with 1,554 total flight hours, including 912 hours in Bombardier challenger.

MHV Flight 604 departed Runway 36 on Velana International Airport, Malé, Maldives, 6:52 UTC (11:52 Maldives time) on route to Al Bateen Executive Airport,Abu Dhabi, United Arab Emirates. Air traffic controller instructed the flight to climb at flight level 340 (34,000 ft, 10,300 m), which aircraft reached at 7:20 UTC. Then, after entering Indian airspace, it was cleared to fly towards waypoint KITAL. At 8:18 UTC first officer reported reaching waypoint GOLEM.

Incident

A6-EUL, the Airbus A380-361 that caused the wake turbulence, seen 6 months after the accident

Flight 604 was at Airway L894, but there was another aircraft at same route.

In opposite direction there was flying Emirates Flight 412. Aircraft was a 3-years old (manufactured in 2014.) Airbus A380-361, registrated as A6-EUL. It departed at 6:55 UTC (10:55 local time) Dubai International Airport on route to Sydney International Airport. It was a flight level 350, 1,000 feet higher than Challenger.

At 08:38:07 UTC the A380 passed overhead Challenger with vertical distance of 1,000 feet, over the Arabian Sea.

At 08:38:54 UTC the Challenger, with engaged autopilot, began to slightly roll right. At the same time a counter-rotating aileron deflection was recorded and fluctuation of the vertical acceleration began. In the subsequent approximately 10 seconds the airplane had a right bank angle of 4° to 6°.

At 08:39:03 UTC the right bank angle began to increase. Within one second the bank angle increased to 42° to the right. At the same time the aileron deflection to the left increased to 20° and the vertical acceleration to 1.6 g. In the following second vertical acceleration changed to -3.2 g.

At 08:39:04 UTC a lateral acceleration of 0.45 g to the right was recorded. The pitch angle changed from about 3° to about 1°, then within one second increased to 9° and decreased again in the following second to -20°. At the same time the FDR recorded a rudder deflection to the left reaching 11.2° after about two seconds whereas the bank angle changed from 42° right to 31° left.

Between 08:39:05 UTC and 08:39:10 UTC Indicated Airspeed (in knots) changed from approximately 277 to 248 knots. The N1 of the left engine of 95% began to decrease. The lateral acceleration then reached 0.94 g left, the autopilot disengaged, and a master warning, lasting seven seconds, was recorded. Both pilots had actuated the aileron to the right in order to stop the rolling motion. But the airplane had continued to roll to the left thereby completing several rotations. Subsequently both Inertial Reference Systems (IRS), the Flight Management System (FMS), and the attitude indication failed.

Between 08:39:09 UTC and 08:39:41 UTC the FDR recorded a loss of altitude of approximately 8,700 ft. Large control surface deflections and acceleration were recorded. The speed increased and at 08:39:31 UTC reached approximately 330 knots. At 08:39:30 UTC the spoilers extended and 13 seconds later were retracted again. The N1 of the left engine had decreased to approximately 40% when the Interstage Turbine Temperature (ITT) began to increase and nine seconds later had reached 850°. The left engine was shut off.

At about 08:56 UTC the captain informed the air traffic controller in Mumbai of the occurrence, declared emergency, and reported their position, altitude and their intention to fly via KITAL to Oman.

At about 09:15 UTC the crew restarted the left engine. Subsequently the airplane climbed to FL250. At about 09:56 UTC the autopilot was re-engaged. It continued to flying, and finally landed at 11:14 UTC in Muscat Airport in Oman. Two passengers were seriously injured, and two other passengers and a flight attendant received minor injuries.

Investigation

Oman’s Civil Aviation Authority had told Omani media on January 8, that a private German registered aircraft had performed an emergency landing in Muscat on January 7 declaring emergency at 14:10L (10:10Z) and landing in Muscat at 15:14L (11:14Z). The crew had declared emergency due to injuries on board and problems with an engine (a number of media subsequently reported the right hand engine had failed, another number of media reported the left hand engine had failed).

According to information The Aviation Herald received on March 4, 2017 the Flight 604 passed 1000 feet below an Airbus A380-800 while enroute over the Arabian Sea, when a short time later (1-2 minutes) the aircraft encountered wake turbulence sending the aircraft in uncontrolled roll turning the aircraft around at least 3 times (possibly even 5 times), both engines flamed out, the Ram Air Turbine could not deploy possibly as result of G-forces and structural stress, the aircraft lost about 10,000 feet until the crew was able to recover the aircraft exercising raw muscle force, restart the engines and divert to Muscat.

Aftermath

After the passing over the Challenger, Emirates Flight 412 landed normally at 19:58 UTC in Sydney, Australia.

D-AMSC, the Challenger aircraft involved in the accident was damaged beyond repair and after its landing in Oman it was written off.

See also

• 2008 Mexico City Learjet crash, accident caused by pilot error following by a wake turbulence
• American Airlines Flight 587, another accident which was suspected to be caused by wake turbulence, later ruled out

[[:Category:Aviation accidents and incidendts

2001 Japan Airlines mid-air collision

2001 Japan Airlines mid-air incident
日本航空機駿河湾上空ニアミス事故

Accident
Date	January 31, 2001 (2001-01-31)
Summary	Near miss, ATC error
Site	near Yaizu, Shizuoka, Japan
Total fatalities	677 (all)
Total injuries	0
Total survivors	0
First aircraft
JA8904, the aircraft involved seen in 2004.
Type	Boeing 747-446D
Operator	Japan Airlines
Registration	JA8904
Flight origin	Tokyo Int'l Airport, Tokyo, Japan
Destination	Naha Int'l Airport, Okinawa, Japan
Occupants	427
Passengers	411
Crew	16
Fatalities	427
Injuries	0
Survivors	0
Second aircraft
A Japan Airlines DC-10, similar to the aircraft involved.
Type	McDonnell Douglas DC-10-40
Operator	Japan Airlines
Registration	JA8546
Flight origin	Gimhae International Airport, Busan, South Korea
Destination	Narita International Airport, Tokyo, Japan
Occupants	250
Passengers	237
Crew	13
Fatalities	250
Injuries	0
Survivors	0

On January 31, 2001, Japan Airlines Flight 907, a Boeing 747-400 en route from Haneda Airport, Japan, to Naha Airport, Okinawa, collided with Japan Airlines Flight 958, a McDonnell Douglas DC-10-40 en route from Gimhae International Airport, South Korea, to Narita International Airport, Japan. The event became known in Japan as the 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). All of the 677 occupants on both planes were killed, making collision worst aircraft accident in history.

The incident was attributed to errors made by Air Traffic Controller (ATC) 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.

Flight information

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. Flight 907 was commanded by 40-year-old pilot Makoto Watanabe (渡辺 誠, Watanabe Makoto).

The McDonnell Douglas DC-10-40, registration JA8546, was operating Flight 958 from Gimhae International Airport to Narita International Airport with 237 passengers and 13 crew. Flight 958 was commanded by 45-year-old pilot Tatsuyuki Akazawa (赤沢 達幸, Akazawa Tatsuyuki).

According to the flight plan, both aircraft were supposed to pass each other while 2,000 feet apart.

Mid-air incident

The mid-air incident occurred as flight attendants began to serve drinks onboard Flight 907. JA8904's 'Traffic Collision Avoidance System (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 TCAS on both aircraft functioned correctly, a "CLIMB" instruction was annunciated for Flight 907, however the flight crew received contradicting instructions from the flight controller at the Tokyo Area Control Center in Tokorozawa, Saitama Prefecture. Flight 907 followed an order to descend issued by the flight controller while Flight 958 descended as instructed by the TCAS, meaning that the 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, due to signal blackout. 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 not a JAL flight 957 in the sky at the moment of the incident, but it can be inferred that by "957" she meant flight 907.

Then, crew of flight 907 initiated a rapid descent in order to avoid collision with flight 958. Maneuver lasted for 2 seconds, but was unsucessful.

At 15:56:01, two planes collided above Suruga bay, near Shiozuka, at about 36,000 feet.

Flight 907 lost its tail, and immidiately entered a descent, mainly due to rapid descent maneuvre. It was descending so rapidly that it lost some parts during the descent, and it rolled "left-right-left-right" several times. Post-mortem analysis found about 100 injuries in passengers of Flight 907, including 9 which would be considered serious, and all of them probably occured during the maneuvre before the collision. It crashed about 46 seconds after collision, at 15:56:47, killing all 427 people instantly.

Flight 958 lost half of its left wing. Initially, the presence of third engine on tail reduced the effect of loss (lesser bank to the left). Regardless, plane roled to 110 degrees in 5 seconds and then inverted in about 2.5 seconds. Then, with continuous roll to the left, it entered a spiral of descent. This descent was also rapid, as speedy as flight 907's one, and it also lost some parts in descent. It crashed 57 seconds after the collision, at 15:56:58, killing all 250 people on board instantly.

Aftermath

JAL907 injury chart

Shortly after the collision, both planes disappeared from radar, and then the trainee and its instructor raised the emergency.

Then, a multiple reports of a "planes falling" and "two separate and large fires on grounds", came from locals and nearby aircraft, respectively.

Local emergencies arrived within 30 minutes from collision. They first came to wreckage of flight 907, which was seen by many people, and discovered all 427 people are dead. Then, many other people reported to them another plane wreckage. When they came to crash site of flight 958, they discovered that all 250 people are also dead. This count was later confirmed by Japan Airlines in a press conference.

In its report on the accident, published in July 2002, the Aircraft and Railway Accidents Investigation Commission called on the International Civil Aviation Organization (ICAO) to make it clear that TCAS advisories should always take precedence over ATC instructions. A similar recommendation was made three months later by Germany's accident investigation body (the BFU) in light of the Überlingen mid-air collision. ICAO accepted these recommendations and amended its regulations in November 2003.

Flight numbers 907 and 958 are still used by Japan Airlines for the same respective routes today, but are operated with a Boeing 777 and Boeing 737, respectively.

In popular culture

The events of the incident are documented in the final season 3 episode of the Discovery Channel documentary Aircrash Confidential. The episode was first aired on 20 August 2018.

See also

• Überlingen mid-air collision, mid-air collision in 2002 also attributed to conflicting ATC and TCAS messages
• 1996 Charkhi Dadri mid-air collision