Coordinates: 36°0′5″N 138°41′38″E

Japan Airlines Flight 123

Japan Airlines Flight 123 was a scheduled domestic Japan Airlines passenger
Japan Airlines 123
flight from Tokyo's Haneda Airport to Osaka International Airport, Japan. On
August 12, 1985, a Boeing 747SR operating this route suffered a sudden
decompression twelve minutes into the flight and crashed in the area of Mount
Takamagahara, Ueno, Gunma Prefecture, 100 kilometres (62 miles) from Tokyo
thirty-two minutes later. The crash site was on Osutaka Ridge, near Mount
Osutaka.

Japan's Aircraft Accident Investigation Commissionofficially concluded that the

rapid decompression was caused by a faulty repair by Boeing technicians after a
JA8119, the aircraft involved in the
tailstrike incident during a landing at Osaka Airport seven years earlier (1978).
accident at Osaka International Airport
A doubler plate on the rear bulkhead of the plane had been improperly repaired, in 1984
compromising the plane's airworthiness. Cabin pressurization continued to
Accident
expand and contract the improperly repaired bulkhead until the day of the
Date August 12, 1985
accident, when the faulty repair finally failed, causing the rapid decompression
Summary In-flight structural
that ripped off a large portion of the tail and caused the loss of hydraulic controls
failure due to
to the entire plane.
improper repair,
leading to rapid
The aircraft, configured with increased economy class seating, was carrying 524
decompression and
people. Casualties of the crash included all 15 crew members and 505 of the 509 loss of control
passengers. Some passengers survived the initial crash but subsequently died of
Site Mount
their injuries hours later, mostly due to the Japan Self-Defense Forces's decision Takamagahara,
to wait until the next day to go to the crash site, after declining an offer from a Japan
nearby United States Air Force base to start an immediate rescue operation. It Aircraft
remains the deadliest single-aircraft accidentin aviation history.[1]
Aircraft type Boeing 747SR-146
Operator Japan Airlines
IATA flight No. JL123
Contents ICAO flight No. JAL123
Aircraft and crew Call sign JAPANAIR 123
Passengers Registration JA8119
Sequence of events Flight origin Haneda International
Delayed rescue operation
Airport

Cause
Destination Itami Airport

Aftermath and legacy

Occupants 524

In popular culture
Passengers 509

See also
Crew 15

References
Fatalities 520

External links
Injuries 4
Survivors 4

Aircraft and crew

The accident aircraft was registered JA8119 and was a Boeing 747-146SR (Short Range). Its first flight was on January 28, 1974. It
f and landing).[1]
had more than 25,000 airframe hours and more than 18,800 cycles (one cycle equals one takeof
 Nationality Passengers Crew Total
Japan 487 15 502

China 1 — 1

West Germany 2 — 2

Hong Kong 4 — 4

India 3 — 3

Italy 2 — 2

South Korea 3 — 3

United Kingdom 1 — 1

United States 6 — 6
At the time of the accident the aircraft was on the fifth of its
six planned flights of the day.[2] There were fifteen crew Total 509 15 524
members, including three cockpit crew and 12 flight
attendants.

The cockpit crew consisted of the following:

Captain Masami Takahama (高浜 雅己 Takahama Masami) from Akita, Japan, served as a training instructor for First
[3][4][5] A veteran pilot,
Officer Yutaka Sasaki on the flight, supervising him while handling the radio communications.
having logged approximately 12,400 total flight hours, roughly 4,850 of which were accumulated flying 747s, Masami
Takahama was aged 49 at the time of the accident.
First Officer Yutaka Sasaki (佐々木 祐 Sasaki Yutaka) from Kobe was in line for promotion to the rank of Captain and
flew Flight 123 as one of his training flights. Sasaki, who was 39 years old at the time of the incident, had
approximately 4,000 total flight hours to his credit and he had logged roughly 2,650 hours in the 747.
Flight Engineer Hiroshi Fukuda(福田 博 Fukuda Hiroshi) from Kyoto, the 46-year-old veteran flight engineer of the
[2]
flight who had approximately 9,800 total flight hours, of which roughly 3,850 were accrued flying 747s.

Passengers
The flight was around the Obon holiday period in Japan, when many Japanese people make yearly trips to their home towns or
resorts.[6] Around twenty-one non-Japanese boarded the flight.[7] By August 13, 1985, Geoffrey Tudor, a spokesman for Japan
Airlines, stated that the list included four residents ofHong Kong, two each from Italy and the United States, and one each from West
Germany and the United Kingdom.[8] Some foreigners had dual nationalities, and some of them were residents of Japan.
[6]

The four survivors, all female, were seated on the left side and toward the middle of seat rows 54–60, in the rear of the aircraft. The
four survivors were:

Yumi Ochiai (落合 由美 Ochiai Yumi), a 26-year-old off-duty JAL flight attendant who was jammed between seats;
Hiroko Yoshizaki (吉崎 博子 Yoshizaki Hiroko), a 34-year-old woman;
Mikiko Yoshizaki (吉崎 美紀子 Yoshizaki Mikiko), Hiroko's 8-year-old daughter—Hiroko and Mikiko were both trapped
in an intact section of thefuselage; and
Keiko Kawakami (川上 慶子 Kawakami Keiko), a 12-year-old girl who was rescued from under the wreckage. [9] Air

Disaster Volume 2 stated that she was wedged between branches in a tree. [10] Kawakami's parents and younger
sister died in the crash, and she was the last survivor to be released from the hospital. She was treated at the
Matsue Red Cross Hospital inMatsue, Shimane Prefecture before her release on Friday, November 22, 1985.[11]
Among the dead was singerKyu Sakamoto, who was famous for the hit song known in the United States under the titleSukiyaki."
"
Sequence of events
The aircraft landed at Haneda from New Chitose Airport at
4:50PM as JL514. After more than an hour on the ramp, Flight 123
pushed back from gate 18 at 6:04 p.m.[2] and took off from
Runway 15L[2] at Haneda Airport in Ōta, Tokyo, Japan, at
6:12 p.m., twelve minutes behind schedule.[12] About 12 minutes
after takeoff, at near cruising altitude over Sagami Bay, the
aircraft's aft pressure bulkhead burst open due to a pre-existing
defect stemming from a panel that had been incorrectly repaired
after a tailstrike accident 7 years earlier. This caused a rapid
decompression[2]:72of the aircraft, bringing down the ceiling Route of Japan Airlines Flight 123
around the rear lavatories, damaging the unpressurized fuselage aft
of the bulkhead, unseating the vertical stabilizer, and severing all
[13]
four hydraulic lines. A photograph taken from the ground confirmed that the vertical stabilizer was missing.

The pilots set their transponder to broadcast a distress signal. Afterwards, Captain Takahama contacted Tokyo Area Control Center to
declare an emergency, and to request to return to Haneda Airport, descending and following emergency landing vectors to Oshima.
Tokyo Control approved a right-hand turn to a heading of 90° east back towards Oshima, however the plane did not follow the
directions and continued to fly a westerly course. It was at this point that the pilots became aware that the aircraft had become
uncontrollable, and the Flight Engineer reported that the hydraulic pressure was dropping. Seeing that the aircraft was still flying
west away from Haneda, Tokyo Control contacted the aircraft again. After confirming that the pilots were declaring an emergency,
the controller requested as to the nature of the emergency, which the pilots did not respond to. Only after Tokyo Control repeated the
direction to descend and turn to a 90° heading to Oshima did the Captain report that the aircraft had become uncontrollable. Heading
over the Izu Peninsula, the pilots managed to turn towards the Pacific Ocean, then back towards the shore; Captain Takahama
declined Tokyo Control's suggestion to divert toNagoya Airport 72 miles away, instead preferring to land at Haneda.

Hydraulic fluid completely drained away through the rupture. W

ith total loss of hydraulic control andnon-functional control surfaces,
the aircraft began up and down oscillations in phugoid cycles lasting about 90 seconds each. The lack of stabilizing influence from
the vertical stabilizer and the rudder removed the only means to dampen yaw. Consequently, the aircraft also began to exhibit Dutch
roll, simultaneously yawing right and banking right, before yawing back left and banking left, with the banks in large arcs of
approximately 50° back and forth in cycles of 12 seconds.[10] In response, the pilots exerted efforts to establish stability using
differential engine thrust, and they managed to slowly turn the plane back towards Haneda.

Shortly after 6:40 PM, the landing gear was lowered in an attempt to dampen the phugoid cycles and Dutch rolls. This was somewhat
successful, as the phugoid cycles were dampened. However, lowering the gear also interfered with control by throttle, and the
aircrew's ability to control the aircraft deteriorated.[10] Shortly after lowering the gear, the plane began a right-hand descending turn
from 22,400 feet to 17,000 feet, then continued north while still descending. Upon descending to 13,500 feet (4100 m) at 6:45 PM,
the pilots again reported an uncontrollable aircraft. Moments later, the aircraft began to turn to the left, despite efforts by the crew to
get the plane to continue to turn right and avoid the mountains.

As the aircraft continued west, they descended below 7,000 feet (2100 m), then entered a rapid climb and nearly stalled the plane at
8,000 feet, before returning to an unsteady climb. At 6:51 PM, the Captain lowered the flaps 5 units via an alternate electrical system
as an additional attempt to exert control over the stricken jet.[2][10] The aircraft reached 13,000 feet (4000 m) at 6:53 PM, at which
point the pilots reported an uncontrollable plane for the third time. At approximately 6:54 PM, the crew lowered flaps to 10 units, but
this began to cause the plane to bank increasingly to the right. One minute later, the flaps were extended to 25 units, which caused the
aircraft to bank further to the right beyond 60°, and the nose began to drop.[2] Captain Takahama immediately ordered the flaps to be
retracted, and was heard on the cockpit voice recorder desperately requesting for more power to be applied in a last-ditch effort to
raise the nose.[14] However the plane continued to enter an uncontrollable right-hand descent into the mountains and disappearing
from radar at 6:56 p.m. at 6,800 feet (2100 m). In the final moments, the wing clipped a mountain ridge. During a subsequent rapid
[2]
plunge, the plane then slammed into a second ridge, then flipped and landed on its back.
 The aircraft's crash point, at an elevation of 1,565 metres (5,135 ft), is located in
Sector 76, State Forest, 3577 Aza Hontani, Ouaza Narahara, Ueno Village, Tano
District, Gunma Prefecture. The east-west ridge is about 2.5 kilometres
(8,200 ft) north north west of Mount Mikuni.[2] Ed Magnuson of Time magazine
said that the area where the aircraft crashed was referred to as the "Tibet" of
Gunma Prefecture.[4] The elapsed time from the bulkhead failure to the crash
was 32 minutes.[2]:123,127 [15]

The aircraft after rapid decompression,

with its vertical stabilizer missing Delayed rescue operation
United States Air Force controllers at Yokota Air Base situated near the
flight path of Flight 123 had been monitoring the distressed aircraft's calls
for help. They maintained contact throughout the ordeal with Japanese
flight control officials and made their landing strip available to the
aeroplane. The Atsugi Naval Base also cleared their runway for JAL 123
after being alerted of the ordeal. After losing track on radar, a U.S. Air
Force C-130 from the 345th TAS was asked to search for the missing
plane. The C-130 crew was the first to spot the crash site 20 minutes after HND
ITM RJTT
impact, while it was still daylight. The crew sent the location to Japanese RJOO
authorities and radioed Yokota Air Base to alert them and directed a Huey
helicopter from Yokota to the crash site. Rescue teams were assembled in
preparation to lower Marines down for rescues by helicopter tow line.
Despite American offers of assistance in locating and recovering the Crash location
crashed plane, an order arrived, saying that U.S. personnel were to stand Tokyo International Airport (flight origin)
down and announcing that the Japan Self-Defense Forces were going to Osaka International Airport (destination)
take care of it themselves and outside help was not necessary. To this day,
it is unclear why U.S. forces were denied permission to begin their
intended search and rescue missions.

Although a JSDF helicopter eventually spotted the wreck during the night, poor visibility and the difficult mountainous terrain
prevented it from landing at the site. The pilot reported from the air that there were no signs of survivors. Based on this report, JSDF
personnel on the ground did not set out to the site the night of the crash. Instead, they were dispatched to spend the night at a
makeshift village erecting tents, constructing helicopter landing ramps and engaging in other preparations, 63 kilometers (39.1 miles)
from the wreck. Rescue teams did not set out for the crash site until the following morning. Medical staff later found bodies with
injuries suggesting that individuals had survived the crash only to die from shock, exposure overnight in the mountains, or from
injuries that, if tended to earlier, would not have been fatal.[10] One doctor said "If the discovery had come ten hours earlier, we could
have found more survivors."[16]

Off-duty flight attendant Yumi Ochiai, one of the four survivors out of 524 passengers and crew, recounted from her hospital bed that
she recalled bright lights and the sound of helicopter rotors shortly after she awoke amid the wreckage, and while she could hear
[10]
screaming and moaning from other survivors, these sounds gradually died away during the night.

Cause
The official cause of the crash according to the report published by Japan's Aircraft Accident Investigation Commissionis as follows:

1. The aircraft was involved in atailstrike incident at Osaka International Airportseven years earlier asJAL 115, which
damaged the aircraft'srear pressure bulkhead.
2. The subsequent repair of the bulkhead did not conform to Boeing's approved repair methods. For reinforcing a
damaged bulkhead, Boeing's repair procedure calls for one continuous splice plate with three rows rivets.
of [17]
[18][19]
However, the Boeing technicians carrying out the repair had used two splice plates parallel to the stress crack.
Cutting the plate in this manner negated the ef
fectiveness of one of
 Cutting the plate in this manner negated the ef fectiveness of one of
the rows of rivets, reducing the part's resistance tofatigue cracking
to about 70% of that for a correct repair. During the investigation, the
Accident Investigation Commission calculated that this incorrect
installation would fail after approximately 10,000 pressurization
cycles; the aircraft accomplished 12,318 successful flights from the
time that the faulty repair was made to when the crash
happened.[2]:101-105
3. Consequently, after repeated pressurization cycles during normal
flight, the bulkhead gradually started to crack near one of the two
rows of rivets holding it together. When it finally failed, the resulting
rapid decompression ruptured the lines of all fourhydraulic systems
and ejected the vertical stabilizer. With many of the aircraft'sflight Correct (top) and incorrect splice plate
controls disabled, the aircraft became uncontrollable.[2]:128 installations

Aftermath and legacy

The Japanese public's confidence in Japan Airlines took a dramatic downturn in the wake of
the disaster, with passenger numbers on domestic routes dropping by one third. Rumors
persisted that Boeing had admitted fault to cover up shortcomings in the airline's inspection
procedures, thus protecting the reputation of a major customer.[10] In the months after the
crash, domestic traffic decreased by as much as 25%. In 1986, for the first time in a decade,
fewer passengers boarded JAL's overseas flights during the New eYar period than the previous
year. Some of them considered switching toAll Nippon Airways as a safer alternative.[20]

JAL paid ¥780 million (US$7.6 million) to the victims' relatives in the form of "condolence
money" without admitting liability. JAL president, Yasumoto Takagi ( 高 木 養 根 ),
resigned.[10] In the aftermath of the incident, Hiroo Tominaga, a JAL maintenance manager,
killed himself to atone for the incident,[21] while Susumu Tajima, an engineer who had
inspected and cleared the aircraft as flightworthy, committed suicide due to difficulties at Flight 123 accident
monument in Fujioka
work.[22]

In compliance with standard procedures, Japan Airlines dropped the flight number 123 for
their Haneda-Itami routes, changing it to Flight 121 and Flight 127 on September 1, 1985. While Boeing 747s were still used on the
same route operating with the new flight numbers in the years following the crash, they were replaced by the Boeing 767 or Boeing
777 in the mid-1990s. The 747s continued serving JAL until their 2011 retirement. March 2 of the same year saw the retirement of
the airline's final two 747s, which were -400 series.

In 2009, stairs with a handrail were installed to facilitate visitors' access to the crash site. Japan Transport Minister Seiji Maehara
visited the site on August 12, 2010, to pray for the victims.[23] Families of the victims, together with local volunteer groups, hold an
[24]
annual memorial gathering every August 12 near the crash site in Gunma Prefecture.

The crash led to the 2006 opening of the Safety Promotion Center,[25][26] which is
located in the Daini Sogo Building in the grounds of Haneda Airport.[27] This center
was created for training purposes to alert employees to the importance of airline
safety and their personal responsibility to ensure safety. The center has displays
regarding aviation safety, the history of the crash, and selected pieces of the aircraft
and passenger effects (including handwritten farewell notes). It is open to the public
[28]
by appointment made two months prior to the visit.

Cenotaph of Flight 123 The captain's daughter, Yoko Takahama, who was a high school student at the time
[29]
of the crash, went on to become a flight attendant for Japan Airlines.
Diana Yukawa, who was born after the crash, and her older sister Cassie, were the daughters of English ballet dancer Susanne Bayly
and married Japanese banker Akihisa Yukawa. Yukawa died in the crash, and Bayly received a £340,000 settlement to sign papers
effectively disinheriting her daughters and to remain silent, preventing embarrassment to Yukawa's family. The sisters received an
undisclosed payout from the airline in 2002.[30]

In popular culture
The events of Flight 123 were featured in "Out of Control," aSeason 3 (2005) episode of the Canadian TV series
Mayday,[31] which is entitled Air Emergency and Air Disasters in the U.S., and Air Crash Investigationin the UK and
elsewhere around the world. The dramatization was broadcast with the titleOsutaka-no-One
" (御巣鷹の尾根)" in
Japan. The flight was also included in aMayday Season 6 (2007) Science of Disaster special, entitled "Fatal
Flaw,"[32] which was broadcast with the title "Fatal Fix" in the United Kingdom, Australia and Asia.
The documentary seriesAircrash Confidential featured the crash in a second-season episode titled "Poor
Maintenance," which first aired on March 15, 2012, on theDiscovery Channel in the United Kingdom.[33][34]
The National Geographic Channel's documentary series Seconds From Disasterfeatured the accident in an episode
titled "Terrified over Tokyo," released in December 2012.
Climber's High, the best-selling novel byHideo Yokoyama, revolves around the reporting of the crash at the fictional
newspaper Kita-Kanto Shimbun. Yokoyama was a journalist at theJōmō Shimbun at the time of the crash. A film
released in 2008, and also titledClimber's High, is based on the novel.[35]
In 2009, the film Shizumanu Taiyō, starring Ken Watanabe, was released for national distribution in Japan. The film
gives a semi-fictional account of the internal airline corporate disputes and politics surrounding the crash. However ,
the film does not mention Japanese Airlines by name, using the name "National Airlines" instead. JAL not only
refused to co-operate with the making of the film [36] but also bitterly criticized the film, saying that it "not only

damages public trust in the company but could lead to a loss of customers." [37] Coincidentally, the movie features
music by Diana Yukawa, whose father was one of the victims of this disaster .
The cockpit voice recording(CVR) of the incident was incorporated into the script of a 1999 play called Charlie Victor
Romeo. [38]

The 2004 album Reise, Reise by German Neue Deutsche Härte band Rammstein is loosely inspired by the crash.
The final moments of the cockpit voice recording is hidden in thepregap of the first track on some CD pressings of
the album.[39]
In 2011, British academic Christopher Hood published a book, titledDealing with Disaster in Japan: Responses to
the Flight JL123 Crash, on the crash and its effect on Japanese society.[40][41]

See also
China Airlines Flight 611– 2002
British European Airways Flight 706– 1971
List of aircraft accidents and incidents resulting in at least 50 fatalities
Similar accidents involving loss of flight controls:

United Airlines Flight 232– caused by a catastrophic engine failure, 1989

Baghdad DHL attempted shootdown incident– caused by a surface-to-air missile striking the left wing, 2003
Japan Airlines Flight 115tailstrike that caused the crash 7 years earlier

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あるか」と聞くと、左足を開いてふくらはぎ の傷をみせる仕草をした。右肘を挟まれており、すぐには引き出せ
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External links
Aircraft Accident Report, English translation– Aircraft Accident Investigation Commission(East Asian fonts may
need to be installed)
Alternative link
(in Japanese) Aircraft Accident Report– Aircraft Accident Investigation Commission
Learning from the PastJapan Airlines
 Crash of Japan Airlines B-747 at Mt. Osutaka
JAL123 CVR (cockpit voice recorder) transcript
JAL123 CVR (cockpit voice recorder) audio of the final moments of flight
Charlie-Victor-Romeo – a play which features this aircraft accident
The 20th Anniversary of Japan Air 123(BBC)
The record of JAL123 (Japanese with English place names)
Japan Airlines Flight 123 Accident (Aug 12, 1985) – Cockpit oVice Recorder [English Subbed]on YouTube
CVR (cockpit voice recorder) audio of the final moments of flighton YouTube
JAL123 Tokyo control communications records on YouTube
Japan Airlines Flight 123 - Out of Control. National Geographic Documentary on YouTube
CVR recording (longer version)on YouTube
Planesafe.org: JAL123
The New York Times: J.A.L.'s Post-Crash Troubles

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