All Nippon Airways

Boeing 767-200

On June 26, 2002, a Boeing 767-200 of All Nippon Airways, registration JA8254, took off from Shimoji-Shima Airport at around 11:32 on a flight for takeoff and landing training. The flight plan of the aircraft submitted to the Shimoji-Shima Airport Office of the Japan Civil Aviation Bureau (CAB) was as follows: FLIGHT RULES: VFR, AERODROME of DEPARTURE: Shimoji-Shima Airport, TIME: 11:20, CRUISING SPEED: 250kt, LEVEL: VFR, ROUTE: Traffic Pattern, DESTINATION AERODROME: Shimoji-Shima Airport, FLIGHT PURPOSE: Training Flight, TOTAL EET: 1 hour 40 minutes, ENDURANCE: 6 hrs 32 minutes, PERSONS ON BOARD: 3. The three persons on board were in the cockpit at the time of the accident: A pilot undergoing training for promotion to First Officer (Trainee Pilot-A) occupying the left pilot’s seat, the Captain acting as instructor occupying the right pilot’s seat, and another pilot undergoing training for promotion to First Officer (Trainee Pilot-B) occupying the left observer’s seat. First, Trainee Pilot-B made seven landings on runway 17 from the left pilot’s seat, including two landings with one engine simulated inoperative, and a go-around with both engines operative. He then changed places with Trainee Pilot-A. At around that time, the wind direction changed from the south to the west, and the aerodrome control tower instructed a change to runway 35. Trainee Pilot-A then made two landings on runway 35 with both engines operative, and training then switched to landing with one engine simulated inoperative. The first landing was made with the left engine simulated inoperative. After that, during a landing with the right engine simulated inoperative, the touchdown was late and Trainee Pilot-A attempted to go-around with go-around thrust on the left engine only. A few seconds later the instructor increased power on the right engine to go-around thrust, but at that time even though the left engine thrust had started to increase the right engine was still at minimum idle thrust. As a result, a thrust imbalance occurred between the left and right engines while right rudder was being applied, and the aircraft rolled and yawed to the right (East). Although Trainee Pilot-A and the instructor attempted to correct the attitude changes, the aircraft veered off the runway into a grass field on east side of the runway and came to a stop around 1,990m from the point it had first touched down. The accident occurred at runway 35 of Shimoji-Shima Airport at around 12:54.

Boeing 727-200

The Boeing 727 departed Sapporo-Chitose Airport on a regular schedule flight to Tokyo-Haneda, carrying a crew of 7 and 155 passengers. While cruising at 28,000 feet, the airplane collided with a Japan Air-Self Defence Force North American F-86F Sabre registered 92-7932 and carrying a crew of two. Following the collision, both aircraft went out of control, dove into the ground and crashed in a mountainous area located south of Shizukuishi. While both military pilots were able to eject and were uninjured, all 162 occupants on board the 727 were killed.

Beechcraft H18

Crashed in unknown circumstances at Omura AFB while completing a training flight. There were no casualties.

Beechcraft H18

Crashed in unknown circumstances at Nagoya Airport while completing a training flight. There were no casualties.

NAMC YS-11

The airplane landed too far down on a wet runway and was unable to stop within the remaining distance. It overran and lost its undercarriage before coming to rest 132 meters further. All 53 occupants escaped uninjured while the aircraft was written off.

NAMC YS-11

Flight 533 was a scheduled domestic.flight from Osaka International Airport to Matsuyama Airport. It departed Osaka International Airport at 1913 hours, one hour and twenty-five minutes behind schedule with an ATC clearance via G-4, Kure Point, direct Matsuyama NDB at an altitude of 8 000 ft. At 1940 hours it flew over Takamatsu NDB at an altitude of 8 000 ft and reported to Takamatsu Tower an estimated time over Kure Point of 2001 hours. At approximately 2000 hours the crew established communications with Iwakuni Approach Control and reported estimating over Kure Point at 2005 hours and over Matsuyama NDB at 2015 hours. They were twice given the meteorological information for Matsuyama Airport and were cleared to descend to 5 000 ft. At approximately 2003 hours during the descent they requested Matsuyama Tower to check operational conditions of Matsuyama NDB as they had doubts regarding its reliability. Matsuyama NDB, which had been closed af 2000 hours as scheduled, resumed operation at approximately 2010 hours. Almost at that time they requested from Iwakuni Approach Control an ATC clearance to go direct to Matsuyama from Iwakuni since they had already passed Kure Point, and reported in addition that Matsuyama NDB had returned to normal. Iwakuni Approach Control then cleared the flight to Iwakuni-NDB at an altitude of 5 000 ft, requested its estimated time over Iwakuni NDB and further instructed the flight to proceed on a magnetic bearing of 1340 after passing Iwakuni NDB. The flight passed over Iwakuni NDB at approximately 2015 hours and whilst on a magnetic bearing of 135°, it was cleared to descend to and maintain 3 000 ft to Matsuyama NDB. During its descent to 3 000 ft the flight reported to Iwakuni Approach Control its estimated time over Matsuyama NDB as 2023 hours. Shortly thereafter the flight reported that the runway was in sight and was instructed to establish contact with Matsuyama Tower, which it did at 2024:03 hours. It was then instructed to report downwind for Runway 31 and informed that the wind was 020°/10 kt, and the altimeter setting 29.80 in. Hg. This was acknowledged. At approximately 2025:44 hours, while turning on base leg, the flight reported gear down and checked and was cleared to land the wind being 010°/10 kt. This was also acknowledged. Based on the testimony of eyewitnesses and the recording of ATC communications, the final phase of the flight was reconstructed as follows: The altitude of the aircraft on final approach was slightly higher than usual and touchdown occurred approximately 460 m from the threshold of Runway 31. Immediately before touchdown on the runway the engine power had been increased. After a ground run of approximately 170 m the aircraft became airborne and the flight path was slightly to the left of the centre line as the aircraft passed the Runway 13 threshold. A few seconds later, at 2027: 30 hours the aircraft reported it was making a go-around. At approximately 2027:41 hours the flight was instructed to report turning base leg for Runway 31, and six seconds later it replied "Roger, will report turning base Runway 31". This was the last communication from the flight. The climb out angle was observed to be shallower than usual and on reaching a height of 230 - 330 ft a left turn was commenced. Shortly thereafter the aircraft descended and crashed into water, the flight path angle at impact being about 5°. The site of the accident was approximately 450 m NE of the point where the empennage was recovered (7 580 m on a true bearing of 1570 from Tsurushima Light Beacon).

Boeing 727-100

While approaching Tokyo-Haneda Airport by night and in good weather conditions, at an altitude of about 2,000 feet, the three engine aircraft went out of control and crashed into the Tokyo Bay, about 12 km southeast of the airport. Lots of debris were quickly recovered as well as the tail that sank by a depth of 20 meters. The aircraft disintegrated on impact and none of the 133 occupants survived the crash, which was the worst in Aviation History to date. At the time of the accident, the crew was approaching the airport under VFR mode in good weather conditions and did not report any issues on the frequency.

Douglas C-47 Skytrain (DC-3)

Suffered a ground accident at Toyama Airport. There were no injuries.

Douglas DC-3

Suffered a ground accident at Sendai Airport. There were no casualties.

Douglas DC-3

Crashed on landing at Hachijo-jima Airport for unknown reason. Both pilots were injured and the aircraft was written off.

De Havilland DH.104 Dove

After touchdown at Nakatane Airport, the twin engine aircraft encountered difficulties to stop within the remaining distance. It overran, lost its undercarriage and came to rest few dozen yards farther. There were no injuries among the occupants while the airplane was damaged beyond repair.

Vickers Viscount

The crew was engaged in a local training flight at Nagoya-Komaki Airport. While cruising at an altitude of 3,500 feet, the pilot-in-command made a 360 turn when control was lost. The airplane dove into the ground and crashed in a field located few km from the airport. All four crew members were killed. It is believed that the aircraft stalled during the last turn due to an insufficient speed.

De Havilland DH.104 Dove

The crew was completing a local training flight at Hanamaki Airport. Following several circuits, the pilot started a new approach when, on final, the airplane stalled and crashed into the Tama River. Both crew members were rescued while the aircraft was destroyed.

Vickers Viscount

On final approach to Osaka-Itami Airport, at an altitude of 1,000 feet, the pilot-in-command made a last turn to the left to line up with runway 32 and started a steep descent. Passing over the runway threshold, the four engine airplane lost height and landed hard. On impact, the right main gear was sheared off and the airplane slid for several yards before coming to rest. Nine occupants were injured and the airplane was damaged beyond repair.

Douglas C-47 Skytrain (DC-3)

The C-47 just started the takeoff roll when it was struck by a Japanese Air Self Defence Force North American F-86 Sabre. Both aircraft went out of control and crashed. Five people on bord the C-47 were killed while the pilot of the F-86 was unhurt. Both aircraft were destroyed.

Douglas C-53 Skytrooper (DC-3)

While cruising along the coast, the airplane crashed into the sea for unknown reason. The crew was unable to send any distress call. The airplane was lost and all 33 occupants have been killed. It was later reported by the Japanese Authorities that the aircraft was not equipped with life vests or dinghies.